WO2021083184A1 - 一种变轨装置、车辆及防脱轨的轨道交通系统 - Google Patents

一种变轨装置、车辆及防脱轨的轨道交通系统 Download PDF

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Publication number
WO2021083184A1
WO2021083184A1 PCT/CN2020/124305 CN2020124305W WO2021083184A1 WO 2021083184 A1 WO2021083184 A1 WO 2021083184A1 CN 2020124305 W CN2020124305 W CN 2020124305W WO 2021083184 A1 WO2021083184 A1 WO 2021083184A1
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WO
WIPO (PCT)
Prior art keywords
rail
swing arm
track
synchronization mechanism
reverse synchronization
Prior art date
Application number
PCT/CN2020/124305
Other languages
English (en)
French (fr)
Inventor
何先志
胡震
唐伟锋
Original Assignee
江苏飞梭智行设备有限公司
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 CN201911055598.3A external-priority patent/CN112744256B/zh
Priority claimed from CN201921859434.1U external-priority patent/CN211442283U/zh
Priority claimed from CN201921861001.XU external-priority patent/CN210760803U/zh
Priority claimed from CN201911055586.0A external-priority patent/CN112744255B/zh
Priority claimed from CN201921859840.8U external-priority patent/CN211308602U/zh
Priority claimed from CN202011058174.5A external-priority patent/CN112092829A/zh
Priority claimed from CN202022201307.1U external-priority patent/CN213619728U/zh
Priority claimed from CN202022218020.XU external-priority patent/CN213619729U/zh
Application filed by 江苏飞梭智行设备有限公司 filed Critical 江苏飞梭智行设备有限公司
Publication of WO2021083184A1 publication Critical patent/WO2021083184A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B3/00—Elevated railway systems with suspended vehicles
    • 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
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • E01B25/26—Switches; Crossings

Definitions

  • the invention relates to the technical field of rail transit, in particular to a rail transit device, a vehicle and a rail transit system for preventing derailment.
  • Suspended rail transit is a new type of rail transit, which usually includes a track, a vehicle (locomotive) installed on the track, and a car connected to the vehicle through a suspension frame and suspended below the track.
  • the track is usually erected in the air, and the vehicle walks along the track.
  • the track branch is usually called a fork
  • the vehicle is usually equipped with a track changing device
  • the track changing device is usually equipped with a track changing wheel
  • the track in the fork is usually set with a switch, when the vehicle runs to At the fork, the vehicle is guided through the fork or at the fork to realize the track change through the cooperation of the track changing wheel and the turnout in the track changing device.
  • the rail-changing devices commonly used in the prior art usually have some shortcomings.
  • the existing rail-changing devices are not rich enough in structural forms, and it is necessary to develop rail-changing devices with various structural forms to meet the needs of the market;
  • the rail change wheel is usually arranged on a swing arm or a component similar to the swing arm, and a drive motor is usually used to drive the swing arm/component to swing or rotate, so that the rail change wheel swings or rotates to a predetermined position.
  • a drive motor is usually used to drive the swing arm/component to swing or rotate, so that the rail change wheel swings or rotates to a predetermined position.
  • the rail-changing wheel can swing to a predetermined position under the control of a driving motor.
  • the rail-changing wheel can be in the driving motor. Rotate to a predetermined position under the control of the ...This kind of swing or rotation to drive the track change wheel to move in place, although the track change function can be realized, but the structure is more complicated, and the synchronization is poor, and the control is relatively difficult; 3. Vehicles It is necessary to rely on the interaction between the rail change wheel and the corresponding side switch to pass through the fork. However, in the prior art, there is no restriction or restriction on the rail change wheel that moves in place, so that the rail change wheel that moves in place and handles working conditions is prone to sudden changes.
  • the first aspect of the present invention is to solve the problems of complicated structure, poor synchronization, and difficult control of the existing rail changing device, and provides a rail changing device including a power part and a reverse synchronization mechanism.
  • the two sides of the reverse synchronization mechanism The rail change parts adapted to the switch are respectively provided.
  • the power part is used to drive the reverse synchronization mechanism to move
  • the reverse synchronization mechanism is used to drive the rail change part on one side to rise and make the rail change part on this side rise.
  • Cooperate with the turnout on the corresponding side and synchronously drive the rail-changing part on the other side to descend, and make the rail-changing part on this side move away from the corresponding turnout.
  • the rail changing parts on both sides can be driven by the reverse synchronization mechanism and driven by the power part. Strictly perform synchronous reverse action, that is, the rail-changing part on one side rises, and the rail-changing part on the other side is synchronously lowered.
  • the rail-changing part that rises in place can be matched with the turnout on the corresponding side to guide the vehicle under the guidance of the turnout.
  • the device is not only simple in structure, but also can use the reverse synchronization mechanism to greatly improve the synchronization, so that the use of vertical lifting to move is beneficial to achieve accurate and efficient orbital change; in addition, the use of the orbital change device provided by this solution requires Its power is much smaller than that of the prior art, and it has lower requirements for accuracy, which is more conducive to reducing operating costs.
  • the reverse synchronization mechanism is a parallelogram mechanism.
  • the parallelogram mechanism In order to use the parallelogram mechanism to achieve strict reverse synchronization action.
  • the reverse synchronization mechanism includes an upper swing arm, a lower swing arm, and two connecting rods, the two connecting rods are respectively arranged vertically, and the connecting rods are respectively hinged to the upper swing arm and the lower swing arm, and four The hinge joints are respectively located at the four vertices of a parallelogram; the rail changing part is arranged on the upper swing arm or the connecting rod; the middle part of the upper swing arm and the middle part of the lower swing arm form a rotating pair with the support seat, respectively, and The power part is used to drive the upper swing arm and/or the lower swing arm to rotate around its middle part.
  • the upper swing arm, the lower swing arm and the two connecting rods can form a parallelogram mechanism (that is, the motion diagram is a parallelogram), so that
  • the parallelogram mechanism is used to ensure that the rail changing parts on both sides realize stable and reverse synchronous actions; and the middle part of the upper swing arm and the middle part of the lower swing arm are constructed to rotate the pair, so that under the drive of the power part, the rapid and accurate adjustment and change can be achieved.
  • the purpose of the position and state of the rail; in addition, the parallelogram mechanism is used to transmit power.
  • the action resistance is smaller, so that the power required for the action process is much smaller than that of the prior art.
  • the structure of the rail changing device has low accuracy requirements, because even in the case of low accuracy, it can smoothly complete the rail changing action and cooperate with the turnout, thereby helping to reduce the difficulty of processing and assembling the rail changing device. Makes the cost lower.
  • the second aspect of the present invention is to solve the problem of vehicle derailment that is likely to be caused by the failure of the cooperation between the rail changing part and the switch during the process of passing through the fork.
  • the synchronization mechanism is connected and operates synchronously with the reverse synchronization mechanism.
  • the linkage anti-drop part is used to limit the movement of the reverse synchronization mechanism by cooperating with the track when the reverse synchronization mechanism is in place.
  • the linkage preventing part can operate synchronously with the reverse synchronization mechanism, so that the linkage preventing part can cooperate with the track when the track change device is in place in advance (specifically, Cooperate with the anti-derailment part on the track) to lock the reverse synchronization mechanism to prevent the reverse synchronization mechanism from moving, so that the rail change part that matches the switch in the reverse synchronization mechanism always maintains the matching state, which can be effective
  • the linkage anti-drop part can contact and form a fit with the track (specifically, it can cooperate with the anti
  • the linkage anti-dropping part includes limit parts respectively provided on both sides of the reverse synchronization mechanism, and the limit parts are located below the rail changing part,
  • the limit part is located inside the track, and the reverse synchronization mechanism is used to drive the rail change part and the limit part on one side to rise synchronously, so that the rail change part on this side matches with the turnout on the corresponding side and makes the
  • the limit part on the side cooperates with the derailment prevention part provided on the side of the track, and synchronously drives the rail change part and the limit part on the other side to descend, and makes the rail change part and the limit part on this side separate from the corresponding ones.
  • the limit part is located below the track, and the reverse synchronization mechanism is used to drive the rail change part and the limit part on one side to rise synchronously, so that the rail change part on this side is matched with the turnout on the corresponding side , And make the limit part of the side clip on the outside of the lower edge of the corresponding side rail or the outside of the derailment prevention part arranged under the track, and synchronously drive the rail change part and limit part on the other side to descend, and make The rail change part and the limit part on this side are separated from the corresponding turnout and track respectively.
  • the restriction on the position of the reverse synchronization mechanism can be achieved in the above two ways.
  • One way is to construct an anti-derailment part inside the track so that the limit part can cooperate with it inside the track to achieve a lock.
  • Another way is to construct an anti-derailment part under the track, so that the limit part can cooperate with it under the track and get stuck in the track.
  • the outer side of the lower edge or the outer side of the anti-derailment part achieves the purpose of locking the reverse synchronization mechanism, automatically correcting the reverse synchronization mechanism, and preventing derailment.
  • the third aspect of the present invention is to solve the problem of vehicle derailment that is likely to be caused by the failure of the fit between the rail changing part and the turnout during the process of passing through the fork.
  • the limit part is a convex part arranged on the side of the connecting rod.
  • the limit wheel installed on the connecting rod can be lifted up or rotated.
  • the limit part is a rigid part.
  • the limit part By setting the limit part on the connecting rod, it can cooperate with the anti-derailment part arranged on the side of the track through mutual blocking and restraint, and the reverse synchronization of the movement in place in advance
  • the mechanism cannot continue to move, so that the track change part of the reverse synchronization mechanism that cooperates with the turnout always maintains the matching state, which can effectively prevent the vehicle from derailing; and in the case that the reverse synchronization mechanism is not in place beforehand, through reasonable settings
  • the anti-derailment part allows the anti-derailment part and the limit part to contact each other, thereby driving the linkage connected with the limit part to move, and then can drive the entire reverse synchronization mechanism to reverse action, so that the reverse synchronization mechanism can move in place, It achieves the function of automatically correcting the position of the reverse synchronization mechanism (rail change part). After the correction is in place, the rail change part can cooperate with the corresponding switch so that the vehicle can pass through the fork smoothly and effectively prevent derailment.
  • the reverse synchronization mechanism is located inside the track, and the linkage anti-drop part further includes a linkage frame, which is connected to the lower swing arm or a drive shaft fixed to the lower swing arm and extends to the track Below, the limit parts are respectively arranged at both ends of the linkage frame, the linkage frame is used to swing synchronously with the lower swing arm, and the limit part on the corresponding side is matched with the lower edge of the track or the anti-derailment part under the track .
  • the limit part is constructed under the track, and the limit part and the reverse synchronization mechanism are connected by the linkage frame to realize the synchronization action of the limit part and the reverse synchronization mechanism; when the vehicle passes through the fork, The linkage anti-dropping part will act in synchronization with the action of the reverse synchronization mechanism.
  • the linkage anti-dropping part When the reverse synchronization mechanism is in place and stops, the linkage anti-dropping part will also move to a predetermined position synchronously, so that when the vehicle enters the fork, the linkage anti-dropping
  • the limit part in the part can be matched with the lower edge of the rail side, that is, it is stuck on the lower edge of the rail side or hooked to the lower edge of the rail side, so that the linkage anti-falling part cannot move during the process of passing through the fork. , So as to achieve the purpose of restricting the action of the reverse synchronization mechanism and locking the reverse synchronization mechanism, thereby achieving the purpose of preventing the vehicle from derailing.
  • the limit parts are respectively provided at both ends of the lower swing arm, and the lower swing arm is located below the track, and the reverse synchronization mechanism is used to drive the rail changing part and limit position on one side.
  • the parts move synchronously, and the limit part on the corresponding side is matched with the lower edge of the track or the anti-derailment part under the track.
  • the rail change part and the limit part on one side can be driven to move synchronously.
  • the limit part It is also just in place.
  • the rail change part can be matched with the turnout on the corresponding side, and the limit part can be stuck under the side rail or outside the derailment preventing part arranged under the rail, so as to achieve the limit of anti-derailment.
  • the purpose of moving toward the synchronization mechanism and locking the reverse synchronization mechanism can effectively prevent the vehicle from derailing.
  • a vehicle which includes a frame and the rail-change device.
  • the vehicle includes a frame, and the upper swing arm is fixed and rotatable.
  • the lower swing arm is rotatably fixed to the frame or a suspension frame connected to the frame, and the upper swing arm and the lower swing arm are respectively arranged along the width direction of the vehicle.
  • the cooperation of the upper rail change part and the turnout can guide the vehicle to accurately change the rail, and the use of the reverse synchronization mechanism for transmission can effectively improve the synchronization of the rail change action, and when passing through the fork , Through the cooperation of the linkage anti-derailment part and the anti-derailment part, it can effectively prevent the vehicle from derailing and improve the safety.
  • a derailment-proof rail transit system includes a track and the vehicle.
  • the track includes a track body, and the vehicle is installed on the track.
  • the track body is used to run along the track body;
  • the top of the track body is provided with a switch, the switch is used to cooperate with the rail change part, the side and/or the bottom of the track body is provided with an anti-derailment part, and the anti-derail part is connected with the
  • the linkage anti-dropping part cooperates to limit the action of the reverse synchronization mechanism when the reverse synchronization mechanism is in place, and to drive the reverse synchronization mechanism into position when the action of the reverse synchronization mechanism is not in place.
  • the sixth aspect of the present invention is to solve the problem of mutual cooperation between the linkage anti-derailment part and the anti-derailment part provided on the side of the track.
  • the anti-derailment part includes a restraint section and a protection section, and the restraint section is horizontally arranged on the rail body.
  • the protection section On the side, the protection section is obliquely arranged on the side of the track body, and the restraint section is connected to the protection section; when the reverse synchronization mechanism is in place, the limit part on the side that matches the turnout is located at the restraint section
  • the restriction section is used to limit the lowering of the limit part; when the reverse synchronization mechanism is not in place, the protection section drives the limit part on this side to be vertical by squeezing the limit part on the corresponding side. rise.
  • the reverse synchronization mechanism be locked by restricting the downward movement of the connecting rod on one side, thereby effectively preventing the vehicle from derailing, but also by automatically lifting one side
  • the height of the rail changer automatically corrects the position of the reverse synchronization mechanism so that the rail changer can move in place by itself.
  • the seventh aspect of the present invention is to solve the problem of mutual cooperation between the linkage anti-drop part and the anti-derail part provided under the rail.
  • the rail body includes a bottom plate for supporting the vehicle and two lower guide parts provided below the bottom plate. , There is a set gap between the two lower guide parts for accommodating the stabilizing wheel;
  • the anti-derailment part includes a restraint section and a protection section, and the restraint section is arranged on the lower edge of the lower guide part, and is used to limit the action of the linkage anti-drop part when the reverse synchronization mechanism is in place.
  • Section is arranged below the bottom plate, the height of the protection section is greater than the height of the lower guide part, and the restraint section and the protection section are respectively arranged on different sides of the track body, and the protection section is used to pass through when the reverse synchronization mechanism is not in place.
  • the squeeze linkage anti-dropping part drives the reverse synchronization mechanism to move in place.
  • a derailment-proof rail transit system which includes a track and the vehicle, and the track includes a track body for supporting the vehicle.
  • the vehicle is arranged in the track body for running along the track; the lower end of the track body is provided with two lower guide portions parallel to each other, and there is a set gap between the two lower guide portions.
  • the lower swing arm is arranged below the rail body, the connecting rod extends out of the rail body through the gap, and is connected to the lower swing arm, and the limit part is used to be clamped in The outer side of the lower guide part of the corresponding side or the outer side of the derailment preventing part of the corresponding side.
  • the cooperation of the upper rail change part and the turnout can guide the vehicle to accurately change the rail, and the reverse synchronization mechanism for transmission can effectively improve the synchronization of the rail change action, and the lower swing arm of the rail is arranged on the track.
  • the lower part makes the limit part provided on the lower swing arm and the upper rail change part move synchronously.
  • the limit part stuck on the outer side of the lower guide part can cooperate with the stable wheel fixed to the vehicle to achieve maintenance.
  • the purpose of vehicle stabilization when the vehicle passes through the fork, the cooperation of the stopper, the lower guide portion and the stabilizer wheel can effectively restrain the vehicle, thereby effectively preventing derailment and achieving the purpose of preventing derailment.
  • the ninth aspect of the present invention is to solve the problem of automatically correcting the position of the rail changing part.
  • the derailment preventing part includes a restraining section and a protection section, and the restraining section is arranged on the lower edge of the lower guide part for synchronizing in the reverse direction.
  • the protection section is arranged below the bottom plate, the height of the protection section is greater than the height of the lower guide part, and the restraint section and the protection section are respectively arranged on different sides of the rail body
  • the protection section is used to drive the reverse synchronization mechanism into position through the squeezing linkage anti-drop part when the reverse synchronization mechanism is not in place.
  • This solution uses the cooperation of the linkage anti-derailment part and the anti-derailment part to achieve the purpose of preventing derailment and automatically correcting the position of the derailment part.
  • This rail changing device has a relatively simple structure, simpler action mode, easier control, shorter time required for a single action, and higher action efficiency. It can guide the vehicle through the fork and realize the track change at the fork. It is also conducive to the diversification of the structure and form of the rail changing device to meet market demand.
  • This rail changing device can lock the rail changing device when the vehicle passes through the fork to prevent accidental and self-action of the rail changing device.
  • the structure is simple and the safety is higher, and it can effectively prevent the vehicle from derailing.
  • the track changing device can automatically correct the position of the track changing part when the track changing device is not in place, so that the track changing part that does not move is in place, so that the vehicle can pass through the fork smoothly and avoid derailment.
  • FIG. 1 is one of the structural schematic diagrams of a rail changing device provided in Embodiment 1.
  • FIG. 1 is one of the structural schematic diagrams of a rail changing device provided in Embodiment 1.
  • FIG. 2 is the second structural diagram of a rail changing device provided in Embodiment 1.
  • FIG. 2 is the second structural diagram of a rail changing device provided in Embodiment 1.
  • Fig. 3 is a front view of Fig. 1.
  • Figure 4 is a rail-change device provided in Embodiment 1.
  • the switch is matched with the turnout, the cross-sectional schematic diagram of the track.
  • the right-hand rail-change wheel cooperates with the right-side turnout and moves to the right.
  • Fig. 5 is a rail-changing device provided in Embodiment 1.
  • the switch is matched with the turnout, the cross-sectional schematic diagram of the track.
  • the left-hand rail-changing wheel cooperates with the left-side switch and continues to move forward.
  • FIG. 6 is a schematic structural diagram of a rail changing device provided in Embodiment 2.
  • FIG. 6 is a schematic structural diagram of a rail changing device provided in Embodiment 2.
  • FIG. 7 is a schematic structural diagram of a rail changing device provided in Embodiment 1.
  • FIG. 7 is a schematic structural diagram of a rail changing device provided in Embodiment 1.
  • FIG. 8 is a schematic structural diagram of an upper swing arm provided in Embodiment 1.
  • FIG. 8 is a schematic structural diagram of an upper swing arm provided in Embodiment 1.
  • FIG. 9 is a side view of another rail changing device provided in Embodiment 1.
  • FIG. 9 is a side view of another rail changing device provided in Embodiment 1.
  • FIG. 10 is a front view of a rail changing device provided in Embodiment 3.
  • FIG. 10 is a front view of a rail changing device provided in Embodiment 3.
  • FIG. 11 is a partial schematic diagram of a track provided in Embodiment 5 at a fork.
  • Fig. 12 is a front view of Fig. 11.
  • Figure 13 is a cross-sectional schematic diagram of the track when the vehicle is matched with the turnout at the fork in the rail transit system provided in Embodiment 5. At this time, the right track change wheel cooperates with the right turnout, and the track changes to the right. .
  • Figure 14 is a cross-sectional schematic diagram of the track when the vehicle cooperates with the turnout at the fork in the rail transit system provided in Embodiment 5. At this time, the left track change wheel cooperates with the left turnout and continues to follow the original track direction Before running.
  • 15 is a rail transit system provided in embodiment 5, the vehicle runs in the shunt direction, in the case that the reverse synchronization mechanism is not in place, one side of the limit part and the corresponding restraint section matching side view Diagram one.
  • Figure 16 is a rail transit system provided in embodiment 5, the vehicle runs in the shunting direction, in the case that the reverse synchronization mechanism is not in place, one side of the limit part and the corresponding constrained section matching side view Diagram two.
  • Fig. 17 is a front view of a rail changing device provided in the sixth embodiment.
  • Figure 18 is a partial schematic diagram of the track provided in Embodiment 8 at the fork.
  • Fig. 19 is a bottom view of Fig. 18.
  • Fig. 20 is a cross-sectional schematic diagram of the track in a rail transit system provided in Embodiment 8 when the vehicle is matched with the turnout at the fork.
  • the right track change wheel matches the right turnout, and the track changes to the right
  • the linkage anti-derailment part cooperates with the restraint section in the right anti-derailment part.
  • Figure 21 is a cross-sectional schematic diagram of the track in a rail transit system provided in Embodiment 8 when the vehicle is matched with the turnout at the fork.
  • the left track change wheel is matched with the left turnout and continues to follow the original track
  • the linkage anti-derailment part is matched with the restraint section in the left anti-derailment part.
  • FIG. 22 is a partial structural diagram of a rail changing device provided in Embodiment 1.
  • FIG. 22 is a partial structural diagram of a rail changing device provided in Embodiment 1.
  • FIG. 23 is a partial schematic diagram of another rail changing device provided in Embodiment 1.
  • FIG. 23 is a partial schematic diagram of another rail changing device provided in Embodiment 1.
  • Embodiment 24 is a schematic structural diagram of a rail changing device provided in Embodiment 9 when it is installed behind a vehicle and the vehicle passes through a fork and changes rail to the right.
  • FIG. 25 is a schematic structural diagram of a rail-changing device provided in Embodiment 9 when it is installed behind a vehicle and the vehicle passes through a fork and changes rails to the left.
  • Figure 26 is a cross-sectional schematic diagram of the track in a rail transit system provided in Embodiment 11 when the vehicle is matched with the turnout at the fork.
  • the right-hand rail change part is matched with the right turnout, and the rail is changed to the right
  • the limit part is matched with the restraint section in the right anti-derailment part.
  • Figure 27 is a cross-sectional schematic diagram of the track in a rail transit system provided in Embodiment 11 when the vehicle is matched with the turnout at the fork.
  • the left rail change wheel is matched with the left turnout and continues along the original track Running forward, the limit part is matched with the restraint section in the left anti-derailment part.
  • Reverse synchronization mechanism 200 upper swing arm 201, lower swing arm 202, connecting rod 203, articulated shaft 204, rail change wheel 205, transmission shaft 206, support shaft 207, bearing seat 208, first reverse synchronization mechanism 209, second Reverse synchronization mechanism 210, linkage prevention part 211, linkage frame 212, limit part 214
  • Vehicle 300 Frame 301, walking wheel 302, track 400, switch 401
  • this embodiment provides a rail changing device, including a power part and a reverse synchronization mechanism 200, both sides of the reverse synchronization mechanism 200 are respectively provided with a switch 401
  • the power part is used to drive the reverse synchronization mechanism 200 to move
  • the reverse synchronization mechanism 200 is used to drive the rail change part on one side to rise and cooperate with the corresponding switch 401
  • the power part is used to drive the reverse synchronization mechanism 200 to move.
  • the rail changing part descends synchronously and is far away from the corresponding turnout 401, so as not to interfere with the coordination of the other rail changing part and the turnout 401.
  • the switch 401 may be an existing switch 401, such as the switch disclosed in Chinese patents CN 108313068 A, CN 207498750 U, CN 203996231 U, and CN 203558061 U.
  • the power unit can use a motor 101, especially a motor 101 with a deceleration function or a motor 101 with a reducer;
  • the reverse synchronization mechanism can be a parallelogram mechanism to achieve strict reverse synchronization action; for example, in In this embodiment, the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203.
  • the two connecting rods 203 are respectively arranged vertically, and the connecting rods 203 are respectively hinged to the upper
  • the swing arm 201 and the lower swing arm 202, and the four hinge points are respectively located at the four vertices of a parallelogram (that is, the line between two adjacent hinge points constitutes a parallelogram, as shown in the quadrilateral surrounded by a dashed line in Figure 3);
  • the rail part can be arranged on the upper swing arm or the connecting rod; the middle part of the upper swing arm and the middle part of the lower swing arm can respectively form a rotating pair with the support base.
  • the support base may preferentially adopt the bearing base 208, and the power part is used to drive the upper swing arm.
  • the swing arm and/or the lower swing arm rotate around the middle of itself, as shown in Figure 1, Figure 2 and Figure 3. That is, the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 form a parallelogram mechanism (that is, the motion diagram is a parallelogram), and after the upper swing arm 201 and the lower swing arm 202 can be restrained for rotation in the middle, you can Strictly restrict the reverse synchronization actions of the rail-changing parts on both sides, so as to quickly adjust the position of the rail-changing parts in the vertical direction according to different requirements.
  • the shape and structure of the upper swing arm 201 and the lower swing arm 202 have various embodiments.
  • the specific structures of the upper swing arm 201 and the lower swing arm 202 are not limited, and only the upper swing arm 201 and the lower swing arm 202 are required to be guaranteed.
  • the four hinge points formed by the connecting rod 203 can form a parallelogram.
  • the structure of the upper swing arm 201 and the lower swing arm 202 can be the same or different, the upper swing arm 201 or the lower swing arm 202 It can be a linear structure, a bent structure, or an arc-shaped structure (such as a V-shaped structure, etc.), for example, as shown in Figure 1 or Figure 2 or Figure 3, the upper swing arm 201 and The lower swing arm 202 may be a plate-shaped linear structure; for example, the upper swing arm 201 and/or the lower swing arm 202 may adopt a bent structure, and, as shown in FIG.
  • the upper swing arm 201 and/or the lower swing arm 202 includes a first section 501 and a second section 502 symmetrically arranged, and the angle between the first section 501 and the second section 502 is an obtuse angle.
  • the first section 501 and the second section 502 are connected to the two connecting rods 203 respectively.
  • the swing arm with this kind of bending structure also has the effect of preventing derailment.
  • the angle between the first section 501 and the second section 502 can be set reasonably, so that it can be used as the rail change part on one side.
  • the dotted line represents the track of the track change part, so that in the fork, the track change part is not easy to detach from the turnout, thus having the function of preventing derailment.
  • the safety is higher; the structure of the upper swing arm 201 and the lower swing arm 202 is not limited to this, for example, the upper swing arm 201 and/or the lower swing arm 202 may also include a first section 501, a second section 502, and a third section 503, respectively
  • the first section 501 and the second section 502 are respectively symmetrically arranged at both ends of the third section 503, and respectively form a hinged connection with the connecting rod 203.
  • the middle part of the third section 503 and the support base constitute a rotating pair, the first section 501, the first section 501
  • the second section 502 and the third section 503 can be arc-shaped plates or straight plates, as shown in Fig. 8.
  • the third section 503 is an arc-shaped plate, and the first section 501 and the second section 502 can be straight plates. It is beneficial to enhance the strength of the entire rail changing device and improve the load-bearing capacity;
  • the position of the rotation center of the upper swing arm 201 is usually lower than the position of the force point of the rail change part, in order to further improve the force of the entire reverse synchronization mechanism Circumstances, make the reverse synchronization mechanism less force during the action, the mechanism is more stable, the action path is shorter, and the track change efficiency is higher.
  • the position of the rotation center of the upper swing arm 201 (along the vertical direction) can be equal to or
  • the upper swing arm 201 has a variety of embodiments higher than the position of the stress point of the rail change part; as an example, the upper swing arm 201 can adopt the structure shown in FIG.
  • the hinge position between the connecting rods 203 can make the position of the rotation center of the upper swing arm 201 higher than or equal to the position of the force point of the rail changing part, as shown in FIG. 22; as another example, the upper swing arm 201 can adopt a T-shaped structure or a herringbone structure. As shown in FIG. 23, three ends of the upper swing arm 201 are respectively provided with hinge holes. Among them, the hinge holes on both sides respectively form a hinge connection with the connecting rod 203, and are located at The hinge hole in the middle is used to connect the support shaft 207 or the transmission shaft 206 to form the rotation center.
  • the position of the rotation center of the upper swing arm 201 can be equal to or higher than the position of the force point of the rail changing part ;
  • the structure of the upper swing arm 201 and the lower swing arm 202 here is no longer an example one by one.
  • the connecting rod 203 has a bend or an arc, so in this embodiment, the connecting rod 203 can be a straight rod (as shown in Figures 1 to 3), a straight plate, or a bent Rods, bent plates, arc-shaped rods, arc-shaped plates, and can also be a combination of two or more of straight rods, bent rods, arc-shaped rods, straight plates, bent plates, and arc-shaped plates. The examples are not given here. Description.
  • the articulation described in this embodiment can be realized by the articulation technology in the prior art.
  • the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 are respectively connected to the hinge through a hinge hole.
  • the matching of the columns realizes the hinged connection so as to be able to rotate relative to the hinged point.
  • a bearing or rubber sleeve is also arranged in the hinged hole to achieve the effect of buffering and shock absorption.
  • the upper swing arm 201 and the lower swing arm 202 there are various implementations for restraining the middle of the upper swing arm 201 and the lower swing arm 202.
  • it further includes a transmission shaft 206 and a support shaft 207.
  • the transmission shaft 206 can be fixedly connected (the fixed connection is a welding method).
  • the power part can be directly or indirectly connected to the transmission shaft for driving the transmission shaft 206 to rotate around its own central axis; support shaft 207 can be fixedly connected or movably connected to the middle of the lower swing arm 202, the support shaft 207 plays a supporting and restraining role; another example, the transmission shaft 206 can be fixedly connected to the middle of the lower swing arm 202, and the power part can be directly or indirectly connected to the transmission shaft
  • the support shaft 207 may be fixedly connected or movably connected to the middle of the upper swing arm 201, and the transmission shaft 206 and/or the support shaft 207 may be respectively fixed to the frame 301 of the vehicle 300 through a support seat.
  • the rail-changing part may be a rod-shaped or column-shaped structure, but in a preferred solution, as shown in Figures 1 to 5, the rail-changing part may be a rail-changing part that can be rotatably installed on the connecting rod or the upper swing arm.
  • the wheel can rotate around its own central axis when it is in contact with the turnout 401 to achieve rolling contact, which is beneficial to reduce resistance and wear.
  • the power part may be connected to the transmission shaft 206 through the transmission part.
  • the transmission part may be one of a transmission shaft, a gear transmission mechanism, a worm gear transmission mechanism, a chain transmission mechanism, and a four-bar linkage transmission mechanism. Various combinations, etc.
  • the present rail change device also includes a torque limiter 102 (or called a safety coupling, torque limiter or safety clutch).
  • the power part can be connected to the upper swing arm or the lower swing arm via the torque limiter 102.
  • the torque limiter is used for Transmission torque, when the transmitted torque is greater than the set torque, the torque limiter is automatically disconnected to prevent the torque from being transmitted from one end to the other end of the torque limiter, which can avoid the problem of burning the power part due to overload.
  • the torque limiter 102 may be installed between the transmission shaft 206 and the output shaft of the motor 101.
  • a support shaft 207 is provided in the middle of the upper swing arm 201.
  • the support shaft 207 can be welded to the upper swing arm 201 and perpendicular to the upper swing arm 201.
  • the support shaft 207 is fixed to the bearing housing 208 through bearings, and the bearing housing 208 is fixed to the frame 301 of the vehicle 300;
  • a transmission shaft 206 is provided in the middle of the lower swing arm 202, and one end of the transmission shaft 206 is welded or keyed to the lower swing arm 202.
  • the vehicle 300 runs along the track 400.
  • the motor 101 can drive the lower swing arm 202 to rotate around the drive shaft 206, thereby driving the rail change wheel 205 on one side to rise and correspond to As shown in Fig. 4 or Fig. 5, the other rail-changing wheel 205 is lowered synchronously so as to be far away from the corresponding switch 401, so that the vehicle 300 can pass through the switch smoothly.
  • the "side” in the “one side”, “same side” and “different sides” refers to the middle of the upper swing arm 201 as a reference point, along the middle to one end of the upper swing arm 201 The direction is one side.
  • the number of reverse synchronization mechanisms 200 in the rail change device can be multiple. It is only necessary to make the rail changing parts located on the same side of each reverse synchronization mechanism 200 operate synchronously during the operation.
  • the present rail change device includes two reverse synchronization mechanisms 200 described in Embodiment 1 and a synchronization shaft 103.
  • the two ends of the synchronization shaft 103 are respectively connected to the two reverse synchronization mechanisms 200 for making the two reverse synchronization mechanisms 200
  • the two reverse synchronizing mechanisms 200 act synchronously and the actions are the same, that is, the actions of the two rail changing parts located on the same side of the two reverse synchronizing mechanisms 200 are the same (synchronously rising or falling); by providing two reverse synchronizing mechanisms 200, Therefore, there are two rail change parts on both sides of the rail change device.
  • the two rail change parts on the same side can move synchronously and cooperate with the corresponding switch 401, so that the vehicle 300 can be more stable Through the fork, avoid collision with the track 400.
  • both ends of the synchronization shaft 103 can be connected to the upper swing arm 201, or the lower swing arm 202 of the two reverse synchronization mechanisms 200, or the connecting rod 203 on the same side.
  • one end of the synchronization shaft 103 is connected with the transmission shaft 206 or the support shaft 207 in one of the reverse synchronization mechanisms 200, and the other end is connected with the transmission shaft 206 or the support shaft 207 at the corresponding position in the other reverse synchronization mechanism 200 .
  • the two reverse synchronization mechanisms 200 are respectively a first reverse synchronization mechanism 209 and a second reverse synchronization mechanism 210.
  • the first reverse synchronization mechanism 209 uses the reverse synchronization mechanism listed in Embodiment 1.
  • the arrangement position of the motor 101 is the same as that in the first embodiment.
  • the difference between the second reverse synchronization mechanism 210 and the first reverse synchronization mechanism 209 is that the upper swing arm 201 in the second reverse synchronization mechanism 210
  • the transmission shaft 206 is set in the middle, and the support shaft 207 is set in the middle of the lower swing arm 202.
  • one end of the synchronization shaft 103 is connected to the support shaft of the upper swing arm 201 in the first reverse synchronization mechanism 209. 207 is connected, and the other end is connected to the transmission shaft 206 of the upper swing arm 201 in the second reverse synchronization mechanism 210.
  • the motor 101 starts, it can drive the first reverse synchronization mechanism 209 and the second reverse synchronization mechanism 210.
  • the rail-changing wheels 205 on the same side act synchronously, and the rail-changing wheels 205 on different sides act in reverse synchronously.
  • the rail change device further includes a linkage anti-drop part, which is connected to the reverse synchronization mechanism 200 and synchronized with the reverse synchronization mechanism 200
  • the linkage anti-dropping part can restrict the reverse synchronization mechanism 200 from continuing to move through the cooperation with the track to achieve the purpose of preventing derailment; the linkage anti-dropping part can also be in the reverse synchronization mechanism
  • the reverse synchronization mechanism 200 is driven to move in place through cooperation with the track, so as to achieve the purpose of automatically correcting the position of the track changing part.
  • the linkage anti-dropping part includes limit parts respectively provided on both sides of the reverse synchronization mechanism, and the limit part is located below the rail changing part, as shown in FIG. 10 or FIG. 17;
  • the position of the limit part is different, and the linkage anti-dropping part has multiple implementations.
  • the limit part is located inside the track.
  • the reverse synchronization mechanism can be used to drive the rail change part on one side and The limit part rises synchronously, so that the rail change part on this side is matched with the turnout on the corresponding side, and the limit part on this side is matched with the derailment prevention part provided on the side of the track, and synchronously drives the rail change on the other side. Lower the part and the limit part, and make the rail change part and the limit part on this side separate from the corresponding switch and anti-derailment part;
  • the limiting portion 214 may be a protrusion or a limiting wheel provided on the side of the connecting rod 203; the side of the connecting rod refers to the side along the circumferential direction of the connecting rod, such as the left side, the left front side, and the front side.
  • the protrusions are preferably arranged horizontally, as shown in Figures 10-12, so as to extend outward and cooperate with the anti-derailment part provided on the track;
  • the synchronizing mechanism 200 When the synchronizing mechanism 200 is in place, lock the reverse synchronizing mechanism 200 to prevent the reverse synchronizing mechanism 200 from moving on its own, so that the rail changing part that is matched with the switch 401 always maintains a mating state to prevent derailment;
  • the limit part 214 can contact and form a cooperation with the anti-derailment part, and drive the limit part 214 to move in the vertical direction under the action of the anti-derail part, thereby driving the limit part 214 in the vertical direction.
  • the action of the reverse synchronization mechanism 200 enables the reverse synchronization mechanism 200 to move in place, achieving the function of automatically correcting the position of the reverse synchronization mechanism 200. After the correction is in place, the track change part can cooperate with the corresponding switch 401. This allows the vehicle 300 to pass through the fork smoothly, effectively preventing derailment.
  • the protrusions can have multiple implementation structures, as long as they can be matched with the rails.
  • the protrusions can preferentially adopt rod-shaped structures, plate-shaped structures, or a combination of the two.
  • the convex surface facing the forward direction is an inclined surface or includes at least one The inclined surface is used to cooperate with the anti-derailment part and drive the reverse synchronizing mechanism 200 whose motion is not in place to move into position; that is, by contacting and squeezing the inclined surface with the anti-derailment part, it is possible to drive the reverse synchronizing mechanism 200 whose motion is not in place.
  • the action is in place to avoid derailment, and can prevent the limit part 214 from violently colliding with the track, so that the vehicle 300 can smoothly pass through the fork.
  • the protrusion may be one or a combination of a cylindrical rod, an elliptical rod or a square rod, as shown in FIG. 10, in this embodiment, the protrusion is a triangular prism rod, and the triangular prism rod
  • the rod is horizontally arranged on the outer side of the connecting rod 203 and perpendicular to the connecting rod 203.
  • the sides of the triangular prism rod face the advancing direction of the rail change device respectively, so that these two sides are respectively in the advancing direction of the reverse synchronization mechanism 200.
  • a certain included angle that is, inclined, as shown in Figures 15 and 16, so as to facilitate the cooperation with the anti-derailment part, so that the reverse synchronization mechanism 200 whose motion is not in place is forced to move through the anti-derailment part by squeezing to prevent it from moving in place.
  • the other side of the triangular prism rod faces the direction away from the reverse synchronization mechanism 200.
  • the limit wheel is preferentially arranged vertically so as to roll along the anti-derailment part, and can also cooperate with the anti-derailment part to achieve the above effect, which will not be repeated here.
  • This embodiment provides a vehicle, including a frame and the rail change device described in Example 1, Example 2 or Example 3.
  • the vehicle 300 includes a frame 301, and the upper swing arm and the lower swing arm are respectively rotatable It is fixed to the frame 301, and the upper swing arm and the lower swing arm are respectively arranged along the width direction of the vehicle; as shown in Figs. 13 and 14, the vehicle 300 runs along the inside of the track through the traveling wheels 302 provided on the frame 301.
  • This embodiment provides an anti-derailment rail transit system, which includes a rail and the vehicle 300 described in Example 4.
  • the rail includes a rail body 600, the vehicle is arranged in the rail body 600, and the reverse synchronization mechanism is completely Located in the track body 600;
  • the top of the rail body 600 is provided with a switch 401, which is used to cooperate with the rail change part, and the side of the rail body 600 is provided with an anti-derailment part.
  • the action of the reverse synchronization mechanism 200 is restricted to achieve the purpose of preventing derailment, and it is used to drive the reverse synchronization mechanism 200 to move in place when the reverse synchronization mechanism 200 is not in place to achieve automatic The purpose of correcting the position of the derailment part and preventing derailment.
  • the fork is formed by the intersection of the rail body 600, which is common knowledge in the rail transit field.
  • the rail body 600 is the prior art.
  • Chinese patents CN 108313068 A, CN 203558061 U, CN 203996231 can be used.
  • the track body 600 includes a side plate 602, a top plate 603, a bottom plate 604, and a lower guide portion 607 provided on the bottom plate 604. There is a gap between the two guide portions to accommodate the The stabilizer wheels of the vehicle 300 are used to stabilize the vehicle 300.
  • the side plates, top plates and bottom plate 604 enclose the outer cover 608 of the track body 600.
  • the running wheels 302 of the vehicle 300 are in contact with the bottom plate 604.
  • the vehicle 300 is mounted on the side plate 602 and the top plate 603. And running in the cavity enclosed by the bottom plate 604, as shown in FIGS. 11 and 12.
  • the anti-derailment part has various embodiments.
  • the anti-derailment part includes a restraint section 605 and a protection section 606.
  • the restraint section 605 can be horizontally arranged on the side of the track, and the protection section 606 can be inclinedly arranged on the side of the track and restrain
  • the section 605 is connected to the protection section 606, as shown in the figure; the restraint section 605 may adopt a straight plate structure, and the protection section 606 may adopt a straight plate structure or an arc-shaped plate structure, and the restraint section 605 and the protection section 606 are both arranged at the fork.
  • the principle of preventing derailment is: when the reverse synchronization mechanism is in place, the limit part 214 on the side that matches the switch 401 is located just above the constraining section 605, and the constraining section 605 is used to restrict the limit part 214 from falling. , As shown in Figures 13 and 14, the restriction section 605 can restrict the limit part 214 from descending, achieve the purpose of locking the limit part 214 and preventing the reverse synchronization mechanism from acting on its own, which can effectively prevent derailment;
  • the principle of realizing automatic correction of the position of the track change part is: in the process of parallel operation (common knowledge in the field of rail transit, corresponding to the split operation), when the reverse synchronization mechanism 200 is not in place, the protection section 606 squeezes the limit part 214 on the corresponding side to drive the limit part 214 on this side to rise vertically, that is, when the reverse synchronization mechanism 200 is not in place beforehand, the protection section 606 first contacts the corresponding limit part 214 , By squeezing the limiting portion 214 on the corresponding side to force the limiting portion 214 on this side to rise vertically, thereby synchronously driving the rail changing portion on this side to rise and move into position, so that the rail changing portion on this side can be aligned with the rail changing portion on the corresponding side.
  • the switch 401 cooperates to achieve the purpose of automatically correcting the position of the reverse synchronization mechanism 200, so that the vehicle 300 can pass the fork smoothly and prevent derailment; when the vehicle 300 runs in the direction of the diversion and the movement is not in place, there will always be one side
  • the inclined surface on the limiting portion 214 will contact the end of the restraining section 605, and by squeezing each other, the limiting portion 214 is driven to move, thereby driving the reverse synchronization mechanism 200 to move in place, achieving the purpose of reducing collision and preventing derailment.
  • the end of the restraining section 605 away from the protection section 606 is set at different positions of the track, that is, staggered to avoid Simultaneous contact.
  • the linkage anti-dropping part has multiple implementations, and the main difference between this example 6 and example 3 is that in the rail change device provided in this example The limit part is located below the track. At this time, the reverse synchronization mechanism is used to drive the rail change part and the limit part on one side to rise synchronously, so that the rail change part on this side is matched with the turnout on the corresponding side.
  • the reverse synchronization mechanism is located inside the track, as shown in Figures 20 and 21, the linkage anti-dropping portion 211 further includes a linkage frame 212, the upper end of the linkage frame 212 and the lower swing arm 202 or are fixed to the lower swing arm
  • the transmission shafts of the linkage frame are connected, and the linkage frame 212 extends below the track.
  • the limit parts 214 are respectively provided at both ends of the linkage frame and located below the track.
  • the linkage frame is used to connect with the lower swing arm.
  • the linkage anti-fall part 211 will follow the action of the reverse synchronization mechanism 200
  • the linkage preventing part 211 also moves to a predetermined position synchronously, so that when the vehicle 300 enters the fork, the limit part 214 in the linkage preventing part 211 is just right.
  • the linkage frame 212 has a variety of implementation manners, for example, a chevron structure or a T-shaped structure linkage frame 212 may be preferentially adopted, as shown in FIG. 17.
  • the limiting portion 214 also has multiple implementations, as long as it can be matched with the track or the anti-derailment portion.
  • the limiting portion 214 may be a protrusion or a limiting wheel rotatably installed on the linkage frame;
  • the protrusion may adopt a rod-shaped structure, a plate-shaped structure, or a combination of the two; when the reverse synchronization mechanism 200 is not in place beforehand, in order to prevent the limit part 214 from violently colliding with the track, the protrusion faces
  • the surface in the forward direction is an inclined surface or includes at least one inclined surface, which is used to cooperate with the track and drive the reverse synchronization mechanism 200 that is not in place to move into position.
  • the protrusions can be cylindrical rods, elliptical rods, One or more combinations of triangular prism rods or square rods.
  • the limiting portion 214 adopts a triangular prism rod, and the triangular prism rod is vertically arranged above the two ends (ie, both sides) of the linkage frame 212, and is connected with the linkage frame 212.
  • the frame 212 is vertical, which makes it easier to hook the lower edge of one side of the rail or the anti-derailment part under the rail.
  • This embodiment provides an anti-derailment rail transit system, including a rail and the vehicle 300 described in Example 7.
  • the rail includes a rail body 600, the vehicle is arranged in the rail body 600, and the reverse synchronization mechanism is completely Located in the track body 600;
  • the top of the track body 600 is provided with a switch 401, which is used to cooperate with the rail change part, and the bottom of the track body 600 is provided with an anti-derailment part.
  • the action of the reverse synchronization mechanism 200 is restricted to achieve the purpose of preventing derailment, and it is used to drive the reverse synchronization mechanism 200 to move in place when the action of the reverse synchronization mechanism 200 is not in place, so as to achieve automatic The purpose of correcting the position of the derailment part and preventing derailment.
  • the track may be the same as the track provided in Embodiment 5, as shown in Figures 20 and 21, but the structure of the anti-derailment portion provided in this embodiment is different from that in Embodiment 5.
  • the anti-derailment part has a different structure.
  • the derailment part includes a restraint section 605 and a protection section 606.
  • the restraint section 605 can adopt a straight plate structure, and the protection section 606 can adopt a straight plate structure or an arc-shaped plate structure; the restraint section 605 is arranged vertically on the lower edge of the lower guide part 607,
  • the protection section 606 is vertically arranged below the bottom plate 604, and the height of the protection section 606 is greater than the height of the lower guide part 607 so as to Cooperating with the limit part 214 in the linkage anti-dropping part 211, the protection section 606 is used to drive the squeezing linkage anti-dropping part 211 when the reverse synchronization mechanism 200 is not in place (the vehicle 300 runs in parallel) The reverse synchronization mechanism 200 is in place.
  • the restraint section 605 and the protection section 606 in the same anti-derailment portion are respectively disposed on different sides of the same rail body 600, that is, are disposed on both sides of the same rail body 600. .
  • the principle of realizing derailment prevention is: when the vehicle 300 approaches the fork in the direction of splitting or in the direction of parallel flow, and before entering the fork, the rail changing device is in place, so after entering the fork, it will cooperate with the turnout 401.
  • the limiting portion 214 on the side can be hooked (or stuck) on the restraining section 605 on the corresponding side to achieve the purpose of limiting and locking the reverse synchronization mechanism 200 to avoid derailment, as shown in FIG. 20 or FIG. 21;
  • the principle of realizing the automatic correction of the position of the rail transfer part is: when the vehicle 300 approaches the fork in the parallel running direction, and before entering the fork, the rail transfer device is not in place. After entering the fork, the middle linkage frame of the anti-dropping part 211 is linked. The limit part 214 at one end or one end of the 212 will inevitably come into contact with the protection section 606. As the vehicle 300 runs, the protection section 606 gradually squeezes the linkage prevention part 211 inward, thereby driving the linkage prevention part 211 to rotate.
  • the reverse synchronization mechanism 200 is driven to move, so that the track change wheel 205 that is not in place moves in place, so as to achieve the purpose of automatically correcting the position of the track change wheel 205, and the limit part 214 on the side of the track change wheel 205 can be Hook smoothly on the corresponding restraint section 605, as shown in FIG. 20 and FIG. 21, so as to restrict the reverse synchronization mechanism 200 from continuing to move and achieve the purpose of preventing derailment.
  • the limiting portion 214 is located below the track, but the main difference between this embodiment and Embodiment 6 is that there is no need to additionally provide a linkage frame 212, because in this embodiment, the Limiting portions 214 are respectively provided at both ends of the lower swing arm 202, and the lower swing arm 202 is located below the track, as shown in FIG. 24 and FIG. 25, the reverse synchronization mechanism 200 is used to drive one side change
  • the rail part 205 and the limit part 214 act synchronously, and make the limit part 214 on the corresponding side and the lower edge of the track (as shown in Figure 24 and Figure 25) or the derailment prevention part under the track (as shown in Figure 26 and Figure 27) Show)) cooperate with each other.
  • the structure of the limiting portion 214 can be the same as that of the sixth embodiment. It can be a protrusion provided on the lower swing arm 202, or it can be rotatably mounted on the lower swing arm 202.
  • the limit wheel as shown in Figure 24 or Figure 25.
  • This embodiment provides a vehicle 300, including a frame 301 and the rail changing device described in Embodiment 9.
  • the vehicle 300 300 includes a frame 301301, an upper swing arm 201 is rotatably fixed to the frame 301, and a lower swing arm 202 Rotatable fixed to the frame 301 or a suspension frame connected to the frame 301 (used to suspend the car), and the upper swing arm 201 and the lower swing arm 202 are respectively arranged along the width direction of the vehicle 300, as shown in Figure 24 or Figure 25 It is shown so that the rail changing portion 205 and the limiting portion 214 can move in a plane perpendicular to the forward direction of the vehicle 300.
  • This embodiment provides an anti-derailment rail transit system, including a track and the vehicle 300 described in Example 10.
  • the structure of the track may be the same as that of the track described in Example 5.
  • the track includes The rail body 600 supporting the vehicle 300 is arranged in the rail body 600 for running along the track; the lower end of the rail body 600 is provided with two lower guide portions 607 parallel to each other.
  • the gap is used to accommodate the stabilizing wheel; as shown in Figures 24 and 25, in this embodiment, the lower swing arm 202 is provided under the rail body 600, and the connecting rod 203 The rail body 600 extends through the gap and is connected to the lower swing arm 202, and the limiting portion 214 is used to catch the outer side of the lower guide portion 607 on the corresponding side; as shown in Figures 24 and 25, during the actual operation of the vehicle 300,
  • the limit part 214 stuck on the outside of the lower guide part 607 can cooperate with the stabilizing wheel to maintain the stability of the vehicle 300 and prevent the vehicle 300 from derailing, especially when the vehicle 300 passes through a fork, the vehicle 300 is usually in a state of unilateral force ( The other side is suspended), at this time, it is very easy to cause derailment problems, and the cooperation of the limit part 214, the lower guide part 607302 and the stabilizer wheel 203 can effectively restrain the vehicle 300, thereby effectively preventing derailment and achieving the purpose of
  • the bottom of the rail body 600 is provided with the same anti-derailment part as in Embodiment 8, so that the linkage anti-derailment part can cooperate with the anti-derailment part, so as to limit the reverse synchronization when the reverse synchronization mechanism 200 is in place. It moves toward the synchronization mechanism 200 to prevent derailment, and is used to drive the reverse synchronization mechanism 200 to move in place when the reverse synchronization mechanism 200 is not in place, so as to achieve the purpose of automatically correcting the position of the rail changing part 205 and preventing derailment;
  • the derailment prevention part includes a restraint section 605 and a protection section 606.
  • the restraint section 605 may adopt a straight plate structure, and the protection section 606 may adopt a straight plate structure or an arc-shaped plate structure; the restraint section 605 It is vertically arranged on the lower edge of the lower guide portion 607, and is used to limit the action of the linkage anti-dropping part when the reverse synchronization mechanism 200 is in place.
  • the protection section 606 is vertically arranged below the bottom plate, and the protection section 606
  • the height of the lower guide part 607 is greater than the height of the lower guide part 607, so as to cooperate with the stop part 214 of the linkage anti-drop part.
  • the protection section 606 is used when the reverse synchronization mechanism 200 is not in place (the vehicle 300 runs in parallel).
  • the reverse synchronization mechanism 200 is driven into position by the squeezing linkage anti-drop part; as shown in Figures 26 and 27, the restraint section 605 and the protection section 606 in the same anti-derailment section are respectively arranged on different sides of the same rail body 600, namely They are respectively arranged on both sides of the same track body 600.
  • the principle of preventing derailment and the principle of automatically correcting the position of the track change part 205 are the same as those of the eighth embodiment, and will not be repeated here.

Abstract

一种变轨装置，变轨装置包括动力部和反向同步机构(200)，反向同步机构(200)的两侧分别设置有用于与道岔(401)相适配的变轨部(205)，动力部用于驱动反向同步机构(200)动作，反向同步机构(200)用于带动一侧的变轨部(205)上升，并使该侧的变轨部(205)与对应侧的道岔(401)相配合，及同步带动另一侧的变轨部(205)下降，并使得该侧的变轨部(205)远离所对应的道岔(401)。有益效果：变轨装置结构简单，便于控制，可以引导车辆(300)顺利的通过岔口及在岔口处实现变轨，不仅能够有效防止意外脱轨，而且还具有自动纠正变轨部(205)位置的功能，使得动作不到位的变轨部(205)可以在轨道(400)的作用下动作到位，以便车辆(300)顺利、平稳、安全的通过岔口。

Description

一种变轨装置、车辆及防脱轨的轨道交通系统 技术领域
本发明涉及轨道交通技术领域，具体涉及一种变轨装置、车辆及防脱轨的轨道交通系统。
背景技术
悬挂式轨道交通是一种新型的轨道交通，通常包括轨道、设置于轨道的车辆(机车)以及通过悬挂架与车辆相连并悬挂在轨道下方的轿厢，轨道通常架设于空中，车辆沿轨道行走，以带动轿厢前行；轨道分岔的地方通常称为岔口，车辆上通常设置有变轨装置，变轨装置通常设置有变轨轮，岔口内的轨道通常设置有道岔，当车辆运行到岔口处时，通过变轨装置中变轨轮与道岔的配合引导车辆通过岔口或在岔口处实现变轨。
现有技术中常用的变轨装置，通常存在一些不足，例如，1、现有的变轨装置，结构形式不够丰富，有待开发结构形式多样的变轨装置，以满足市场的需求；2、现有的变轨装置中，变轨轮通常设置于摆臂或类似摆臂的部件上，通常利用驱动电机驱动该摆臂/部件摆动或转动，使得变轨轮摆动或转动到预定的位置处，例如，中国专利CN110143205A公开的一种变轨结构中，变轨轮可以在驱动电机的控制下摆动到预定的位置处，中国专利CN203996231U公开的一种变轨结构中，变轨轮可以在驱动电机的控制下转动到预定的位置处……这种通过摆动或转动驱动变轨轮动作到位，虽然可以实现变轨功能，但结构上比较复杂，而且同步性差、控制难度相对较大；3、车辆需要依靠变轨轮与对应侧道岔的相互配合通过岔口，而现有技术中，对于动作到位的变轨轮没有进行任何的约束或限制，使得动作到位并处理工作状态的变轨轮容易因突然掉电、变轨装置故障、抖动等问题，自行动作并脱离道岔，导致变轨轮与道岔的配合失效，从而导致车辆脱轨；而当变轨装置中的变轨轮动作不到位时，搭载变轨装置的车辆要么与道岔发生碰撞，要么发生脱轨，非常的不安全，亟待解决。
发明内容
为解决现有技术中所存在的不足，提供一种结构简单、更便于控制的变轨装置，可以有效解决现有技术存在的不足；本发明解决所采用的技术方案是：
本发明第一方面要解决现有变轨装置结构复杂、同步性差、控制难度大等问题，提供了一种变轨装置，包括动力部和反向同步机构，所述反向同步机构的两侧分别设置有用于与道岔相适配的变轨部，动力部用于驱动所述反向同步机构动作，反向同步机构用于带动一侧的变轨部上升，并使该侧的变轨部与对应侧的道岔相配合，及同步带动另一侧的变轨部下降，并使得该侧的变轨部远离所对应的道岔。在本方案中，通过构造反向同步机构，并将变轨部设置于该反向同步机构的两侧，使得两侧的变轨部可以在反向同步机构的带动及动力部的驱动下，严格地进行同步反向动作，即，一侧的变轨部上升，另一侧的变轨部同步下降，上升到位的变轨部可以与对应侧的道岔相配合，以便在道岔引导下引导车辆前行，此时，该侧的变轨部处于工作状态，而下降到位的变轨部处于远离对应侧的道岔的位置处(通常处于道岔 的下方)，不能与道岔形成配合，处于非工作状态；利用动力部可以快速切换变轨部是/否工作，使得在岔口处，有且只有一侧的变轨部与道岔形成配合，从而可以引导车辆在岔口处继续前行或实现变轨；本装置，不仅结构简单，而且可以利用反向同步机构大大提高同步性，从而利用竖直升降的方式进行动作有利于实现精确、高效变轨动作；此外，采用本方案提供的变轨装置，所需的动力远小于现有技术，且对精度的要求更低，从而更有利于降低运行成本。
优选的，所述反向同步机构为平行四边形机构。以便利用平行四边形机构实现严格的反向同步动作。
优选的，所述反向同步机构包括上摆臂、下摆臂以及两根连杆，所述两根连杆分别竖直设置，连杆分别铰接于所述上摆臂和下摆臂，且四个铰接处分别位于一平行四边形的四个顶点；所述变轨部设置于所述上摆臂或连杆；所述上摆臂的中部和下摆臂的中部分别与支撑座构成转动副，所述动力部用于驱动上摆臂和/或下摆臂绕自身的中部转动。在本方案中，通过将四个铰接处构造于一平行四边形的四个顶点处，使得上摆臂、下摆臂以及两根连杆可以构成平行四边形机构(即运动简图是平行四边形)，以便利用平行四边形机构确保两侧的变轨部实现稳定的反向同步动作；而通过在上摆臂的中部和下摆臂的中部构造转动副，使得在动力部的驱动下，达到快速、准确调节变轨部位置和状态的目的；此外，采用平行四边形机构传递动力，相比于现有的变轨装置，动作阻力更小，使得动作过程所需的动力远小于现有技术，而且，采用这种结构的变轨装置，对精度的要求低，因为即使是在低精度的情况下，也能顺利的完成变轨动作，并与道岔相配合，从而有利于降低本变轨装置加工、装配难度，使得成本更低。
本发明第二方面要解决在通过岔口的过程中，容易因变轨部与道岔的配合失效而导致的车辆脱轨问题，进一步的，还包括联动防脱部，所述联动防脱部与反向同步机构相连，并与反向同步机构同步动作，联动防脱部用于在所述反向同步机构动作到位的情况下，通过与轨道的配合限制反向同步机构动作，
和/或，用于在所述反向同步机构动作未到位的情况下，通过与轨道的配合驱动反向同步机构动作到位。在本方案中，通过构造联动防脱部，使得联动防脱部可以与反向同步机构同步动作，以便在变轨装置事先动作到位的情况下，联动防脱部可以与轨道形成配合(具体是与轨道上的防脱轨部相配合)，从而锁紧反向同步机构，达到防止反向同步机构动作的目的，使得反向同步机构中与道岔相配合的变轨部始终保持配合状态，可以有效防止变轨装置因突然掉电等原因而发生自行动作导致变轨部与道岔的配合失效问题，可以有效防止车辆脱轨；在变轨装置事先动作未到位的情况下，与反向同步机构相连的联动防脱部可以与轨道相接触并形成配合(具体是与轨道上的防脱轨部相配合)，并在轨道的作用下驱动联动防脱部的位置发生变动，并反向驱动反向同步机构动作，使得反向同步机构可以动作到位，确保一侧的变轨部可以与对应的道岔相配合，从而达到自动纠正反向同步机构(变轨部)位置的功能，有 效防止车辆脱轨。
优选的，所述联动防脱部包括分别设置于所述反向同步机构两侧的限位部，且所述限位部位于所述变轨部的下方，
所述限位部位于轨道的内部，所述反向同步机构用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部与设置于轨道侧面的防脱轨部相配合，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及防脱轨部；
和/或，所述限位部位于轨道的下方，所述反向同步机构用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部卡在对应侧轨道下缘的外侧或卡在设置于轨道下方的防脱轨部的外侧，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及轨道。在本方案中，可以通过上述两种方式实现对反向同步机构位置的约束，一种方式是在轨道的内部构造防脱轨部，使得限位部可以在轨道的内部与之进行配合，达到锁紧反向同步机构、自动纠正反向同步机构、防止脱轨的目的，另一种方式使在轨道的下方构造防脱轨部，使得限位部可以在轨道的下方与之进行配合，并卡在轨道下缘的外侧或防脱轨部的外侧，达到锁紧反向同步机构、自动纠正反向同步机构、防止脱轨的目的。
本发明第三方面要解决在通过岔口的过程中，容易因变轨部与道岔的配合失效而导致的车辆脱轨问题，第一种方案中，所述限位部为设置于连杆侧面的凸起或可转动安装于所述连杆的限位轮。在本方案中，限位部是一个刚性部件，通过将限位部设置于连杆，以便与设置于轨道侧面的防脱轨部通过相互阻挡、约束的方式实现配合，事先动作到位的反向同步机构不能继续动作，使得反向同步机构中与道岔相配合的变轨部始终保持配合状态，从而可以有效防止车辆脱轨；而在反向同步机构事先未动作未到位的情况下，通过合理的设置防脱轨部，使得防脱轨部可以与限位部相互接触，从而可以驱动与限位部相连的连杆动作，进而可以驱动整个反向同步机构反向动作，使得反向同步机构可以动作到位，达到自动纠正反向同步机构(变轨部)位置的功能，纠正到位后的变轨装置中，变轨部可以与对应的道岔形成配合，使得车辆可以顺利通过岔口，有效防止脱轨。
第二种方案中，所述反向同步机构位于轨道内部，所述联动防脱部还包括联动架，所述联动架与所述下摆臂或固定于下摆臂的传动轴相连，并延伸到轨道的下方，所述限位部分别设置于所述联动架的两端，联动架用于与下摆臂同步摆动，并使对应侧的限位部与轨道下缘或轨道下方的防脱轨部相配合。在本方案中，限位部构造于轨道的下方，并通过构造联动架连接限位部与反向同步机构，可以实现限位部与反向同步机构同步动作；在车辆通过岔口的过程中，联动防脱部会随着反向同步机构的动作而同步动作，当反向同步机构动作到位、并停止动作时，联动防脱部也同步动作到预定位置，使得当车辆进入岔口后，联动防脱部中的限位部正好可以与轨道一侧的下缘相配合，即卡在轨道一侧的下缘或勾住轨道一侧的下缘， 使得联动防脱部在通过岔口的过程中不能动作，从而达到限制反向同步机构动作、锁紧反向同步机构的目的，进而实现有利于防止车辆脱轨。
第三种方案中，所述限位部分别设置于所述下摆臂的两端，且所述下摆臂位于轨道的下方，所述反向同步机构用于带动一侧的变轨部和限位部同步动作，并使对应侧的限位部与轨道下缘或轨道下方的防脱轨部相配合。在本方案中，通过将下摆臂构造于轨道的下方，且反向同步机构动作时，可以驱动一侧的变轨部和限位部同步动作，当反向同步机构动作到位时，限位部也正好动作到位，此时，变轨部可以与对应侧的道岔的相配合，限位部可以卡在该侧轨道的下方或卡在设置于轨道下方的防脱轨部的外侧，从而达到限制反向同步机构动作、锁紧反向同步机构的目的，可以有效防止车辆脱轨。
本发明第四方面要解决变轨动作同步性差、容易脱轨的问题，提供了一种车辆，包括车架及所述变轨装置，所述车辆包括车架，所述上摆臂可转动的固定于所述车架，所述下摆臂可转动的固定于车架或与车架相连的悬挂架，且所述上摆臂和下摆臂分别沿车辆的宽度方向设置。通过将变轨装置设置于车辆内，利用上方变轨部与道岔的配合可以引导车辆准确变轨，而利用反向同步机构进行传动，可以有效提高变轨动作的同步性，而且在通过岔口时，通过联动防脱部与防脱轨部的配合，可以有效防止车辆脱轨、提高安全性。
本发明第五方面要解决变轨动作同步性差、容易脱轨的问题，提供了一种防脱轨的轨道交通系统，包括轨道和所述车辆，所述轨道包括轨道本体，所述车辆设置于所述轨道本体内，用于沿轨道本体运行；
在岔口内，所述轨道本体的顶部设置有道岔，所述道岔用于与所述变轨部相配合，轨道本体的侧面和/或底部设置有防脱轨部，所述防脱轨部与所述联动防脱部相配合，用于在反向同步机构动作到位的情况下限制反向同步机构动作，及用于在反向同步机构动作未到位的情况下驱动反向同步机构动作到位。通过防脱轨部与联动防脱部的配合，不仅可以提高变轨动作同步性，而且可以达到刚性保护的目的，可以有效防止脱轨。
本发明第六方面要解决联动防脱部与设置于轨道侧面的防脱轨部的相互配合问题，优选的，所述防脱轨部包括约束段和保护段，所述约束段水平设置于轨道本体的侧面，所述保护段倾斜设置于轨道本体的侧面，且约束段与保护段相连；在所述反向同步机构动作到位的情况下，与道岔相配合一侧的限位部位于所述约束段的上方，约束段用于限制该限位部下降；在所述反向同步机构动作未到位的情况下，所述保护段通过挤压对应侧的限位部驱动该侧的限位部竖直上升。通过防脱轨部与联动防脱部中限位部的配合，不仅可以通过限制一侧的连杆向下移动的方式锁紧反向同步机构，从而有效防止车辆脱轨，而且可以通过自动抬升一侧变轨部高度的方式，自动纠正反向同步机构的位置，使得变轨部可以自行动作到位。
本发明第七方面要解决联动防脱部与设置于轨道下方的防脱轨部的相互配合问题，优选的，所述轨道本体包括用于支撑车辆的底板及设置于底板下方的两个下导向部，所述两个下导向部之间具有所设定的间隙，用于容纳稳定轮；
所述防脱轨部包括约束段和保护段，所述约束段设置于下导向部的下边沿，用于在反向同步机构动作到位的情况下，限制所述联动防脱部动作，所述保护段设置于底板的下方，保护段的高度大于下导向部的高度，且约束段和保护段分别设置于轨道本体的不同侧，保护段用于在反向同步机构动作未到位的情况下，通过挤压联动防脱部驱动反向同步机构动作到位。通过防脱轨部与联动防脱部中限位部的配合，不仅可以通过限制下摆臂摆动的方式锁紧反向同步机构，从而有效防止车辆脱轨，而且可以通过自动挤压一侧限位部的方式驱动下摆臂摆动，达到自动纠正反向同步机构位置的目的，使得变轨部可以自行动作到位。
本发明第八方面要解决变轨动作同步性差、容易脱轨的问题，提供了一种防脱轨的轨道交通系统，包括轨道和所述车辆，所述轨道包括用于支撑车辆的轨道本体，所述车辆设置于所述轨道本体内，用于沿轨道运行；所述轨道本体的下端设置有两个相互平行的下导向部，所述两个下导向部之间具有所设定的间隙，间隙用于容纳稳定轮；所述下摆臂设置于所述轨道本体的下方，所述连杆通过所述间隙延伸出所述轨道本体，并与所述下摆臂相连，所述限位部用于卡在对应侧下导向部的外侧或卡在对应侧防脱轨部的外侧。本方案中，利用上方变轨部与道岔的配合可以引导车辆准确变轨，而利用反向同步机构进行传动，可以有效提高变轨动作的同步性，而通过在轨道的下摆臂布置于轨道的下方，使得设置于下摆臂的限位部与上方的变轨部同步动作，在车辆的实际运行过程中，卡在下导向部外侧的限位部可以与固定于车辆的稳定轮相配合，达到维持车辆稳定的目的，而在车辆通过岔口时，而通过限位部、下导向部以及稳定轮三者的相互配合，可以有效约束车辆，从而有效防止脱轨，达到防脱轨的目的。
本发明第九方面要解决自动纠正变轨部位置的问题，优选的，所述防脱轨部包括约束段和保护段，所述约束段设置于下导向部的下边沿，用于在反向同步机构动作到位的情况下，限制所述联动防脱部动作，所述保护段设置于底板的下方，保护段的高度大于下导向部的高度，且约束段和保护段分别设置于轨道本体的不同侧，保护段用于在反向同步机构动作未到位的情况下，通过挤压联动防脱部驱动反向同步机构动作到位。本方案利用联动防脱部与防脱轨部的配合，可以达到防脱轨及自动纠正变轨部位置的目的。
与现有技术相比，使用本发明具有以下有益效果：
1、本变轨装置，结构相对简单，动作方式更简洁，更便于控制，而且单次动作所需的时间更短，动作效率更高，既可以引导车辆通过岔口及在岔口处实现变轨，又有利于变轨装置的结构、形式多样化，以满足市场需求。
2、本变轨装置，可以在车辆通过岔口时，锁紧变轨装置，防止变轨装置意外、自行动作，结构简单、安全性更高，可以有效防止车辆脱轨。
3、本变轨装置，在变轨装置动作未到位的情况下，可以自动纠正变轨部位置，使得动作不到位的变轨部动作到位，使得车辆顺利通过岔口，避免脱轨。
附图说明
为了更清楚地说明本发明实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍。
图1为实施例1中提供的一种变轨装置的结构示意图之一。
图2为实施例1中提供的一种变轨装置的结构示意图之二。
图3为图1的主视图。
图4为实施例1中提供的一种变轨装置，在岔口处与道岔配合时，轨道的横截面示意图，此时，右侧的变轨轮与右侧道岔配合，向右变轨运行。
图5为实施例1中提供的一种变轨装置，在岔口处与道岔配合时，轨道的横截面示意图，此时，左侧的变轨轮与左侧道岔配合，继续向前运行。
图6为实施例2中提供的一种变轨装置的结构示意图。
图7为实施例1中提供的一种变轨装置的结构示意图。
图8为实施例1中提供的一种上摆臂的结构示意图。
图9为实施例1中提供的另一种变轨装置的侧视图。
图10为实施例3中提供的一种变轨装置的主视图。
图11为实施例5中提供的一种轨道在岔口处的局部示意图。
图12为图11的前视图。
图13为实施例5中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时轨道的横截面示意图，此时，右侧的变轨轮与右侧道岔配合，向右变轨运行。
图14为实施例5中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时轨道的横截面示意图，此时，左侧的变轨轮与左侧道岔配合，继续沿原轨道向前运行。
图15为实施例5中提供的一种轨道交通系统中，车辆沿分流方向运行，在反向同步机构未动作到位的情况下，一侧的限位部与对应的约束段相配合的侧视示意图一。
图16为实施例5中提供的一种轨道交通系统中，车辆沿分流方向运行，在反向同步机构未动作到位的情况下，一侧的限位部与对应的约束段相配合的侧视示意图二。
图17为实施例6中提供的一种变轨装置的主视图。
图18为实施例8中提供的轨道在岔口处的局部示意图。
图19为图18的仰视图。
图20为实施例8中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时，轨道的横截面示意图，此时，右侧的变轨轮与右侧道岔配合，向右变轨运行，联动防脱部与右侧防脱轨部中的约束段相配合。
图21为实施例8中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时，轨道的横截面示意图，此时，左侧的变轨轮与左侧道岔配合，继续沿原轨道向前运行，联动防脱部与左侧防脱轨部中的约束段相配合。
图22为实施例1中提供的一种变轨装置的局部结构示意图。
图23为实施例1中提供的另一种变轨装置的局部示意图。
图24为实施例9中提供的一种变轨装置设置于车辆后，且车辆在通过岔口并向右变轨时的结构示意图。
图25为实施例9中提供的一种变轨装置设置于车辆后，且车辆在通过岔口并向左变轨时的结构示意图。
图26为实施例11中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时，轨道的 横截面示意图，此时，右侧的变轨部与右侧道岔配合，向右变轨运行，限位部与右侧防脱轨部中的约束段相配合。
图27为实施例11中提供的一种轨道交通系统中，车辆在岔口处与道岔配合时，轨道的横截面示意图，此时，左侧的变轨轮与左侧道岔配合，继续沿原轨道向前运行，限位部与左侧防脱轨部中的约束段相配合。
图中标记说明
电机101、扭力限制器102、同步轴103
反向同步机构200、上摆臂201、下摆臂202、连杆203、铰接轴204、变轨轮205、传动轴206、支撑轴207、轴承座208、第一反向同步机构209、第二反向同步机构210、联动防脱部211、联动架212、限位部214
车辆300、车架301、行走轮302、轨道400、道岔401
第一段501、第二段502、第三段503
轨道本体600、侧板602、顶板603、底板604、约束段605、保护段606、下导向部607、外罩608、稳定轮609。
具体实施方式
实施例1
请参阅图1、图2及图3，本实施例中提供了一种变轨装置，包括动力部和反向同步机构200，所述反向同步机构200的两侧分别设置有用于与道岔401相适配的变轨部，动力部用于驱动反向同步机构200动作，反向同步机构200用于带动一侧的变轨部上升，并与对应的道岔401相配合，且另一侧的变轨部同步下降，并远离对应的道岔401，以免干扰另一侧变轨部与道岔401的配合。在本实施例中，为使设置于反向同步机构200两侧的变轨部的动作方向始终相反，且上升到位(通常是上升到最高处时)的变轨部可以与对应侧的道岔401相配合，此时，该侧的变轨部处于工作状态，而下降到位的变轨部处于远离对应侧的道岔401的位置处(通常处于道岔401的下方)，不能与道岔401形成配合，处于非工作状态；使得车辆在通过岔口的过程中，有且只有一侧的变轨部与道岔401形成配合，并用于引导车辆300在岔口处继续前行或实现变轨；本实施例中所述道岔401可以是现有的道岔401，如可以是中国专利CN 108313068 A、CN 207498750 U、CN 203996231 U及CN 203558061 U公开的道岔等。
作为举例，动力部可以采用电机101，尤其是具有减速功能的电机101或带有减速器的电机101；反向同步机构可以采用为平行四边形机构，以实现严格的反向同步动作；例如，在本实施例中，反向同步机构200包括上摆臂201、下摆臂202及两根连杆203，如图所示，两根连杆203分别竖直设置，连杆203分别铰接于所述上摆臂201和下摆臂202，且四个铰接处分别位于一平行四边形的四个顶点(即相邻两铰接处之间的连线构成平行四边形，如图3中虚线围成的四边形)；变轨部可以设置于上摆臂、也可以设置于连杆；上摆臂的中部和下摆臂的中部可以分别与支撑座构成转动副，支撑座可以优先采用轴承座208，动力部用于驱动上摆臂和/或下摆臂绕自身的中部转动，如图1、图2及图3所示。即，通过上摆臂201、下摆臂202及两根连杆203构成平行四边形机构(即运动简图是平行四边形)，并对上摆臂201和下摆臂202的中部实现可转动约束后，可以严格约束两侧的变轨部反向同步动作，以便根据不同的需求快速调节变轨部的沿竖直方向的位置。
上摆臂201和下摆臂202的形状和构造具有多种实施方式，在本实施例中，不对上摆臂 201和下摆臂202的具体结构进行限制，只需保证上摆臂201、下摆臂202与连杆203所构成的四个铰接点可以围成平行四边形即可，在这种情况下，上摆臂201和下摆臂202的结构可以相同，也可以不同，上摆臂201或下摆臂202可以分别为直线形结构、弯折结构或弧形结构(如V形结构等)中的一种或多种的组合，例如，如图1或图2或图3所示，上摆臂201和下摆臂202可以分别为板状的直线形结构；又如，上摆臂201和/或下摆臂202可以采用弯折结构，又如，如图7所示，上摆臂201和/或下摆臂202分别包括对称设置的第一段501和第二段502，且第一段501与第二段502的夹角为钝角，第一段501和第二段502分别与所述两根连杆203构成铰接，采用这种弯折结构的摆臂，还具有防止脱轨的效果，尤其是可以通过合理的设置第一段501与第二段502之间的夹角，使得当一侧的变轨部向上动作并动作到位时，该侧的摆臂(第一段501或第二段502)正好处于水平位置，如图7所示，从而更便于该变轨部与对应侧的道岔相配合，并可以压紧道岔，而且，根据上摆臂201的运动简图可知，如果该侧的变轨部要脱离道岔，在上摆臂201的带动下，该变轨部在向下运动的同时还会向内侧移动，如图7中的带箭头的虚线所示，该虚线表示的是变轨部的运动轨迹线，从而使得在岔口内，变轨部不容易自行脱离道岔，从而具有预防脱轨的功能，安全性更高；上摆臂201及下摆臂202的结构不限于此，例如，上摆臂201和/或下摆臂202还可以分别包括第一段501、第二段502以及第三段503；第一段501和第二段502分别对称设置于第三段503的两端，并分别与连杆203构成铰接，第三段503的中部与支撑座构成转动副，第一段501、第二段502和第三段503可以为弧形板或直板，如图8所示，在该方案中，第三段503为弧形板，第一段501和第二段502可以为直板，有利于增强整个变轨装置的强度，提高承载能力；
此外，由于如图1-图6所公开的上摆臂201中，上摆臂201的旋转中心的位置通常低于变轨部受力点的位置，为进一步改善整个反向同步机构的受力情况，使得反向同步机构在动作过程中的受力更小、机构更稳定、动作路径更短、变轨效率更高，可以使上摆臂201旋转中心的位置(沿竖直方向)等于或高于变轨部受力点的位置，上摆臂201具有多种实施方式；作为一种举例，上摆臂201可以采用图7所示的结构，通过合理的设置上摆臂201与两个连杆203之间的铰接位置，可以使得上摆臂201旋转中心的位置高于或等于变轨部的受力点的位置，如图22所示；作为另一种举例，所述上摆臂201可以采用T形结构或人字形结构，如图23所示，在上摆臂201的三个端分别设置有铰接孔，其中，位于两侧的铰接孔分别与连杆203构成铰接，而位于中间的铰接孔用于连接支撑轴207或传动轴206，以便形成所述旋转中心，此时，上摆臂201的旋转中心的位置可以等于或高于所述变轨部的受力点的位置；关于上摆臂201和下摆臂202的结构，这里不再一一举例说明。
此外，本领域的技术人员应该理解的是，下摆臂202不一定在上摆臂201的正下方，如图9所示，故在另一些可行的实施方式中，下摆臂202不在上摆臂201的正下方，此时，连杆203具有折弯或弧度，故在本实施例中，所述连杆203可以为直杆(如图1-图3所示)、直板，也可以为折弯杆、折弯板、弧形杆、弧形板，还可以为直杆、弯杆、弧形杆、直板、折弯板、弧形板中两种及两种以上的组合，这里不再举例说明。
本实施例中所述的铰接可以采用现有技术中的铰接技术实现，如图1或图2或图3所示，上摆臂201、下摆臂202以及连杆203上分别通过铰接孔与铰接柱的配合实现铰接，以便可以绕铰接点相对转动，而在更进一步的方案中，铰接孔内还设置有轴承或橡胶套，以起到缓冲、减震的效果。
在本实施例中，对上摆臂201和下摆臂202中部的约束具有多种实施方式，例如，还包括传动轴206和支撑轴207，传动轴206可以固定连接(所述固定连接为采用焊接或键连接等方式进行的连接，后文不再赘述)于所述上摆臂201的中部，动力部可以直接或间接与传动轴相连，用于驱动传动轴206绕自身中心轴线转动；支撑轴207可以固定连接或活动连接于下摆臂202的中部，支撑轴207起到支撑和约束作用；又如，传动轴206可以固定连接于下摆臂202的中部，动力部可以直接或间接与传动轴相连，支撑轴207可以固定连接或活动连接于上摆臂201的中部，传动轴206和/或支撑轴207可以分别通过支撑座固定于车辆300的车架301。
本实施例中，变轨部可以是杆状或柱状结构，但在优选的方案中，如图1-图5所示，变轨部可以为可转动安装于连杆或上摆臂的变轨轮，以便在与道岔401相接触时可以绕自身中心轴线转动，实现滚动接触，有利于降低阻力和磨损。
进一步的，还包括传动部，动力部可以通过传动部与传动轴206相连，传动部可以是传动轴、齿轮传动机构、涡轮蜗杆传动机构、链传动机构、四连杆传动机构中的一种或多种的组合等。
进一步的，本变轨装置还包括扭力限制器102(或称为安全联轴器、扭矩限制器或安全离合器)，动力部可以经由扭力限制器102连接上摆臂或下摆臂，扭力限制器用于传递扭矩，当所传递的扭矩大于所设定的扭矩时，扭力限制器自动断开，防止扭矩从扭力限制器的一端传递到另一端，可以避免因过载而出现烧毁动力部的问题，作为举例，扭力限制器102可以安装于传动轴206与电机101的输出轴之间。
作为举例，如图1-图5所示，在反向同步机构200中，上摆臂201的中部设置有支撑轴207，支撑轴207可以焊接于上摆臂201，并与上摆臂201垂直，支撑轴207通过轴承固定于轴承座208，轴承座208固定于车辆300的车架301；下摆臂202的中部设置有传动轴206，传动轴206的一端焊接或采用键连接固定于下摆臂202，另一端与扭力限制器102的一端相连，传动轴206通过轴承固定于轴承座208，轴承座208固定于车辆300的车架301，扭力限制器102的另一端与电机101的输出轴相连。如图4或图5所示，车辆300沿轨道400运行，当运行到岔口之前时，电机101可以驱动下摆臂202绕传动轴206转动，从而驱动一侧的变轨轮205上升，并与对应的道岔401相配合，如图4或图5所示，另一个变轨轮205同步下降，以便远离对应的道岔401，从而使得车辆300可以顺利通过岔口。
在本实施例中，所述“一侧”、“同侧”及“不同侧”中的“侧”是指以上摆臂201的中部为参考点，沿所述中部到上摆臂201一端的方向即为一侧。
实施例2
由于搭载实施例1中所述的变轨装置的车辆300尺寸及型号通常存在差异，为匹配不同的车辆，提高通用性，所述变轨装置中反向同步机构200的数目可以为多个，只需在动作时，使得各反向同步机构200中位于同一侧的变轨部同步动作即可。
作为举例，本变轨装置中包括两个实施例1中所述的反向同步机构200、以及同步轴103，同步轴103的两端分别与两个反向同步机构200相连，用于使两个反向同步机构200同步动作，且动作一致，即位于两个反向同步机构200同一侧的两个变轨部的动作一致(同步上升或下降)；通过设置两个反向同步机构200，使得本变轨装置的两侧分别有两个变轨部，在通过岔口时，同一侧的两个变轨部可以同步动作，并与对应的道岔401相配合，从而使得车辆300可以更加平稳的通过岔口，避免与轨道400发生碰撞。
同步轴103有多种设置方式，作为优选，同步轴103的两端可以分别与两个反向同步机构200中的上摆臂201相连、或下摆臂202相连、或同侧的连杆203相连，或，同步轴103的一端与其中一个反向同步机构200中的传动轴206或支撑轴207相连，另一端与另一个反向同步机构200中对应位置处的传动轴206或支撑轴207相连。作为举例，如图6所示，两个反向同步机构200分别为第一反向同步机构209和第二反向同步机构210，第一反向同步机构209采用实施例1中所列举的反向同步机构200，且电机101的布置位置与实施例1中相同，第二反向同步机构210与第一反向同步机构209的区别在于，第二反向同步机构210中上摆臂201的中部设置的是传动轴206、且下摆臂202的中部设置的是支撑轴207，如图6所示，同步轴103的一端与第一反向同步机构209中设置于上摆臂201的支撑轴207相连，另一端与第二反向同步机构210中设置于上摆臂201的传动轴206相连，当电机101启动时，可以驱动第一反向同步机构209和第二反向同步机构210中位于同侧的变轨轮205同步动作，位于不同侧的变轨轮205反向同步动作。
实施例3
为防止车辆300在通过岔口的过程中脱轨，在本实施例中，所述变轨装置还包括联动防脱部，联动防脱部与反向同步机构200相连，并与反向同步机构200同步动作，联动防脱部可以在反向同步机构200动作到位的情况下，通过与轨道的配合限制反向同步机构200继续动作，达到防脱轨的目的；联动防脱部也可以在反向同步机构200动作未到位的情况下，通过与轨道的配合驱动反向同步机构200动作到位，达到自动纠正变轨部位置的目的。
作为优选，联动防脱部包括分别设置于所述反向同步机构两侧的限位部，且所述限位部位于所述变轨部的下方，如图10或图17所示；而根据限位部的位置不同，联动防脱部具有多种实施方式，作为一种优选，所述限位部位于轨道的内部，此时，反向同步机构可以用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部与设置于轨道侧面的防脱轨部相配合，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及防脱轨部；
作为举例，所述限位部214可以为设置于连杆203侧面的凸起或限位轮；所述连杆的侧面是指沿连杆圆周方向的侧面，例如左侧，左前侧、前侧、后侧等，限位部214采用凸起时，凸起优先采用水平设置，如图10-图12所示，以便向外延伸并与设置于轨道的防脱轨部形成配合；使得在反向同步机构200动作到位的情况下，锁紧反向同步机构200，达到防止反向同步机构200自行动作的目的，使得与道岔401相配合的变轨部始终保持配合状态，防止脱轨；而在反向同步机构200事先动作未到位的情况下，限位部214可以与防脱轨部相接触并形成配合，并在防脱轨部的作用下驱动限位部214沿竖直方向移动，从而反向驱动反向同步机构200动作，使得反向同步机构200可以动作到位，达到自动纠正反向同步机构200位置的功能，纠正到位后的变轨装置中，变轨部可以与对应的道岔401形成配合，使得车辆300顺利通过岔口，有效防止脱轨。
凸起可以有多种实现结构，只需能与轨道配合即可，凸起可以优先采用杆状结构、板状结构或二者的组合等。
而在反向同步机构200事先动作未到位的情况下，为防止限位部214与防脱轨部发生剧烈的碰撞，在进一步的方案中，凸起面向前进方向的面为倾斜面或包括至少一个倾斜面，用于与防脱轨部相配合并驱动动作未到位的反向同步机构200动作到位；即，通过倾斜面与防脱轨部接触并挤压，既可以驱动动作未到位的反向同步机构200动作到位，避免脱轨，又可 以防止限位部214与轨道发生剧烈的碰撞，使得车辆300可以平稳的通过岔口。作为优选，凸起可以为圆柱杆、椭圆柱杆或方杆中的一种或多种的组合，如图10所示，在本实施例中，凸起采用的是三棱柱杆，且三棱柱杆水平设置于连杆203的外侧，并与连杆203垂直，三棱柱杆的两侧侧面分别面向变轨装置的前进方向，从而使得这两个侧面分别与反向同步机构200的前进方向存在一定的夹角，即倾斜的，如图15及图16所示，从而便于与防脱轨部相配合，以便通过防脱轨部的挤压强制驱动动作未到位的反向同步机构200动作到位，避免脱轨，三棱柱杆的另一个侧面面向反向同步机构200远离的方向。
同样的，当限位部214采用限位轮时，限位轮优先竖直设置，以便沿防脱轨部滚动，也可以与防脱轨部形成配合，并达到上述效果，这里不再赘述。
实施例4
本实施例提供了一种车辆，包括车架及实施例1、实施例2或实施例3中所述变轨装置，所述车辆300包括车架301，上摆臂和下摆臂分别可转动的固定于车架301，且上摆臂和下摆臂分别沿车辆的宽度方向设置；如图13、图14所示，车辆300通过设置于车架301的行走轮302沿轨道的内部运行。
实施例5
本实施例提供了一种防脱轨的轨道交通系统，包括轨道和实施例4中所述车辆300，所述轨道包括轨道本体600，车辆设置于轨道本体600内，且所述反向同步机构完全位于轨道本体600内；
在岔口处，轨道本体600的顶部设置有道岔401，道岔401用于与变轨部相配合，轨道本体600的侧面设置有防脱轨部，防脱轨部与联动防脱部相配合，用于在反向同步机构200动作到位的情况下限制反向同步机构200动作，达到防脱轨的目的，及用于在反向同步机构200作未到位的情况下驱动反向同步机构200动作到位，达到自动纠正变轨部位置、防止脱轨的目的。
可以理解，所述岔口是由轨道本体600相交而形成的，是轨道交通领域的公知常识，所述轨道本体600是现有技术，例如，可以采用中国专利CN 108313068 A、CN 203558061 U、CN 203996231 U中公开的轨道等，在本实施例中，轨道本体600包括侧板602、顶板603、底板604以及设置于底板604的下导向部607，两个导向部之间具有间隙，以便容纳设置于车辆300的稳定轮，用于稳定车辆300，侧板、顶板以及底板604围成轨道本体600的外罩608，车辆300的行走轮302并与底板604相接触，车辆300在侧板602、顶板603以及底板604所围成的空腔中运行，如图11及图12所示。
防脱轨部具有多种实施方式，作为优选，防脱轨部包括约束段605和保护段606，所述约束段605可以水平设置于轨道的侧面，保护段606可以倾斜设置于轨道的侧面，且约束段605与保护段606相连，如图所示；约束段605可以采用直板结构，保护段606可以采用的是直板结构或弧形板结构，且约束段605和保护段606均设置于岔口处。
实现防脱轨的原理是：在反向同步机构动作到位的情况下，与道岔401相配合一侧的限位部214正好位于约束段605的上方，约束段605用于限制该限位部214下降，如图13、14所示，使得约束段605可以限制该限位部214下降，达到锁紧限位部214、防止反向同步机构自行动作的目的，可以有效防止脱轨；
实现自动纠正变轨部位置的原理是：在并流运行(轨道交通领域的公知常识，与之对应的是分流运行)的过程中，在反向同步机构200动作未到位的情况下，保护段606通过挤压 对应侧的限位部214驱动该侧的限位部214竖直上升，即，当反向同步机构200事先动作未到位时，保护段606先与对应的限位部214相接触，通过挤压对应侧的限位部214迫使该侧的限位部214竖直上升，从而同步带动该侧的变轨部上升，并动作到位，使得该侧的变轨部可以与对应侧的道岔401相配合，从而达到自动纠正反向同步机构200位置的目的，使得车辆300可以顺利通过岔口，防止脱轨；当车辆300沿分流方向运行，且动作未到位的情况下，总会有一侧的限位部214上的倾斜面会与约束段605的端部相接触，并通过相互挤压，驱动限位部214动作，从而驱动反向同步机构200动作到位，达到减轻碰撞和防止脱轨的目的，如图15所示，如果三棱柱杆上面向斜下方的侧面先与约束段605的端部相接触，则在约束段605的挤压下，该侧的变轨轮205下降，另一侧的变轨轮205上升并动作到位；如果三棱柱杆上的面向斜上方的侧面先与约束段605的端部相接触，如图16所示，则在约束段605的挤压下，该侧的变轨轮205上降并动作到位，而另一侧的变轨轮205下升；因此，在岔口前，设置于反向同步机构200两侧的变轨轮205不能同时与两侧的约束段605相接触，以免发生剧烈碰撞，故在岔口处，位于轨道两侧的防脱轨部中，约束段605上远离所述保护段606的一端分别设置在轨道的不同位置处，即相互错开，避免同时接触。
实施例6
如实施例3中所述：根据限位部的位置不同，联动防脱部具有多种实施方式，而本实施例6与实施例3的主要区别在于，本实施例所提供的变轨装置中，限位部位于轨道的下方，此时，所述反向同步机构用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部卡在对应侧轨道下缘的外侧或卡在设置于轨道下方的防脱轨部的外侧，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及轨道；
作为一种实施方式，所述反向同步机构位于轨道内部，如图20及图21所示，联动防脱部211还包括联动架212，联动架212的上端与下摆臂202或固定于下摆臂的传动轴相连，且联动架212延伸到轨道的下方，如图20及图21所示，限位部214分别设置于联动架的两端，并位于轨道的下方，联动架用于与下摆臂同步摆动，并使对应侧的限位部214与轨道下缘或轨道下方的防脱轨部相配合；在车辆300通过岔口的过程中，联动防脱部211会随着反向同步机构200的动作而同步动作，当反向同步机构200动作到位、并停止动作时，联动防脱部211也同步动作到预定位置，使得当车辆300进入岔口后，联动防脱部211中的限位部214正好可以与轨道一侧的下缘或轨道下方的防脱轨部相配合，即卡在轨道一侧的下缘或防脱轨部，使得联动防脱部211在通过岔口的过程中不能动作，从而达到限制反向同步机构200动作、锁紧反向同步机构200的目的，进而实现防脱轨的功能。
联动架212具有多种实施方式，如，可以优先采用人字形结构或T形结构的联动架212等，如图17所示。
限位部214也具有多种实施方式，只需能与轨道或防脱轨部配合即可，作为优选，限位部214可以为凸起或为可转动安装于所述联动架的限位轮；例如，凸起可以采用杆状结构、板状结构或二者的组合等；在反向同步机构200事先动作未到位的情况下，为防止限位部214与轨道发生剧烈的碰撞，凸起面向前进方向的面为倾斜面或包括至少一个倾斜面，用于与轨道相配合并驱动动作未到位的反向同步机构200动作到位，在本实施例中，凸起可以为圆柱杆、椭圆柱杆、三棱柱杆或方杆中的一种或多种的组合。作为举例，如图17所示，在本实施例中，限位部214采用的是三棱柱杆，且三棱柱杆竖直设置于联动架212的两端的上方(即 两侧)，并与联动架212垂直，更便于勾住轨道一侧的下缘或轨道下方的防脱轨部。
实施例7
本实施例提供了一种车辆，包括车架及实施例6中所述变轨装置，所述车辆300包括车架301，上摆臂和下摆臂分别可转动的固定于车架301，且上摆臂和下摆臂分别沿车辆的宽度方向设置；如图20及图21所示，车辆300通过设置于车架301的行走轮302沿轨道的内部运行。
实施例8
本实施例提供了一种防脱轨的轨道交通系统，包括轨道和实施例7中所述车辆300，所述轨道包括轨道本体600，车辆设置于轨道本体600内，且所述反向同步机构完全位于轨道本体600内；
在岔口处，轨道本体600的顶部设置有道岔401，道岔401用于与变轨部相配合，轨道本体600的底部设置有防脱轨部，防脱轨部与联动防脱部相配合，用于在反向同步机构200动作到位的情况下限制反向同步机构200动作，达到防脱轨的目的，及用于在反向同步机构200动作未到位的情况下驱动反向同步机构200动作到位，达到自动纠正变轨部位置、防止脱轨的目的。
所述轨道可以与实施例5中所提供的轨道相同，如图20及图21所示，但本实施例所提供的防脱轨部的结构与实施例5中不同，在本实施例中，防脱轨部包括约束段605和保护段606，约束段605可以采用直板结构，保护段606可以采用的是直板结构或弧形板结构；约束段605竖直设置于下导向部607的下边沿，用于在反向同步机构200动作到位的情况下，限制联动防脱部211动作，所述保护段606竖直设置于底板604的下方，且保护段606的高度大于下导向部607的高度，以便与联动防脱部211中的限位部214相配合，保护段606用于在反向同步机构200动作未到位的情况下(车辆300并流运行)，可以通过挤压联动防脱部211驱动反向同步机构200动作到位。
如图18或图19所示，在本实施例中，同一防脱轨部中的约束段605和保护段606分别设置于同一轨道本体600的不同侧，即分别设置于同一轨道本体600的两侧。
实现防脱轨的原理是：当车辆300沿分流运行的方向靠近岔口或沿并流运行的方向靠近岔口，且在进入岔口前，变轨装置动作到位，故进入岔口后，与道岔401相配合一侧的限位部214可以勾(或卡)在对应侧的约束段605上，达到限制和锁紧反向同步机构200的目的，避免脱轨，如图20或图21所示；
实现自动纠正变轨部位置的原理是：当车辆300沿并流运行的方向靠近岔口，且在进入岔口前，变轨装置未动作到位，在进入岔口后，联动防脱部211的中联动架212的一端或一端的限位部214，必然会与保护段606发生接触，随着车辆300的运行，保护段606逐渐向内挤压联动防脱部211，从而驱动联动防脱部211转动，进而带动反向同步机构200动作，使得动作未到位的变轨轮205动作到位，达到自动纠正变轨轮205位置的目的，而对应动作到位后的变轨轮205一侧的限位部214可以顺利的勾在对应的约束段605上，如图20及图21所示，从而达到限制反向同步机构200继续动作，达到防脱轨的目的。
实施例9
本实施例所提供的变轨装置中，限位部214位于轨道的下方，但本实施例与实施例6的主要区别在于，不需要额外设置联动架212，因为在本实施例中，所述限位部214分别设置于所述下摆臂202的两端，且所述下摆臂202位于轨道的下方，如图24及图25所示，所述反向同步机构200用于带动一侧的变轨部205和限位部214同步动作，并使对应侧的限位部 214与轨道下缘(如图24及图25所示)或轨道下方的防脱轨部((如图26及图27所示))相配合。
同样的，在本实施例中，所述限位部214的结构可以与实施例6相同，既可以为设置于所述下摆臂202的凸起，也可以为可转动安装于所述下摆臂202的限位轮，如图24或图25所示。
实施例10
本实施例提供了一种车辆300，包括车架301及实施例9中所述变轨装置，所述车辆300300包括车架301301，上摆臂201可转动的固定于车架301，下摆臂202可转动的固定于车架301或与车架301相连的悬挂架(用于悬挂轿厢)，且上摆臂201和下摆臂202分别沿车辆300的宽度方向设置，如图24或图25所示，以便变轨部205和限位部214可以在垂直于车辆300前进方向的平面内动作。
实施例11
本实施例提供了一种防脱轨的轨道交通系统，包括轨道和实施例10中所述车辆300，所述轨道的结构可以与实施例5中所述轨道的相同，具体而言，轨道包括用于支撑车辆300的轨道本体600，所述车辆300设置于所述轨道本体600内，用于沿轨道运行；所述轨道本体600的下端设置有两个相互平行的下导向部607，所述两个下导向部607之间具有所设定的间隙，间隙用于容纳稳定轮；如图24及图25所示，在本实施例中，下摆臂202设置于轨道本体600的下方，连杆203通过间隙延伸出轨道本体600，并与下摆臂202相连，限位部214用于卡在对应侧下导向部607的外侧；如图24及图25所示，在车辆300的实际运行过程中，卡在下导向部607外侧的限位部214可以与稳定轮相配合，达到维持车辆300稳定，防止车辆300脱轨的目的，尤其是在车辆300通过岔口时，车辆300通常处于单侧受力状态(另一侧悬空)，此时，极易导致脱轨问题，而通过限位部214、下导向部607302以及稳定轮203的相互配合，可以有效约束车辆300，从而有效防止脱轨，达到防脱轨的目的。
为进一步的方案中，轨道本体600的底部设置有与实施例8相同的防脱轨部，使得联动防脱部可以与防脱轨部进行配合，以便在反向同步机构200动作到位的情况下限制反向同步机构200动作，达到防脱轨的目的，及用于在反向同步机构200动作未到位的情况下驱动反向同步机构200动作到位，达到自动纠正变轨部205位置、防止脱轨的目的；作为举例，如图18及图19所示，防脱轨部包括约束段605和保护段606，约束段605可以采用直板结构，保护段606可以采用的是直板结构或弧形板结构；约束段605竖直设置于下导向部607的下边沿，用于在反向同步机构200动作到位的情况下，限制联动防脱部动作，所述保护段606竖直设置于底板的下方，且保护段606的高度大于下导向部607的高度，以便与联动防脱部的限位部214相配合，保护段606用于在反向同步机构200动作未到位的情况下(车辆300并流运行)，可以通过挤压联动防脱部驱动反向同步机构200动作到位；如图26及图27所示，同一防脱轨部中的约束段605和保护段606分别设置于同一轨道本体600的不同侧，即分别设置于同一轨道本体600的两侧。
本实施例所提供的轨道交通系统，实现防脱轨的原理及实现自动纠正变轨部205位置的原理分别与实施例8相同，这里不再赘述。
可以理解，在本实施例中，实现更好的防脱轨效果，实施例5所提供的技术方案可以与实施例6所提供的技术方案组合在一起实施，实施例5所提供的技术方案可以与实施例9所提供的技术方案组合在一起实施，以便同时利用设置于变轨装置的两个联动防脱部分别与设置于轨道的两个防脱轨部进行配合，起到双重保护的作用，这里不再举例说明。

Claims (20)

  1. 一种变轨装置，其特征在于，包括动力部和反向同步机构，所述反向同步机构的两侧分别设置有用于与道岔相适配的变轨部，动力部用于驱动所述反向同步机构动作，反向同步机构用于带动一侧的变轨部上升，并使该侧的变轨部与对应侧的道岔相配合，及同步带动另一侧的变轨部下降，并使得该侧的变轨部远离所对应的道岔。
  2. 根据权利要求1所述的变轨装置，其特征在于，所述反向同步机构包括上摆臂、下摆臂以及两根连杆，所述两根连杆分别竖直设置，连杆分别铰接于所述上摆臂和下摆臂，且四个铰接处分别位于一平行四边形的四个顶点；所述变轨部设置于所述上摆臂或连杆；所述上摆臂的中部和下摆臂的中部分别与支撑座构成转动副，所述动力部用于驱动上摆臂和/或下摆臂绕自身的中部转动。
  3. 根据权利要求2所述的变轨装置，其特征在于，所述上摆臂和/或下摆臂为直线形结构、弯折结构或弧形结构中的一种或多种的组合；或，上摆臂和/或下摆臂分别包括对称设置的第一段和第二段，且第一段与第二段的夹角为钝角，第一段和第二段分别与所述两根连杆构成铰接，当一侧的变轨部动作到位时，该侧所对应的第一段或第二段处于水平位置；或，所述上摆臂和/或下摆臂为T形结构或人字形结构；和/或，所述连杆为直杆、直板、折弯杆、折弯板、弧形杆、弧形板中的一种或多种的组合。
  4. 根据权利要求2所述的变轨装置，其特征在于，所述动力部为电机，和/或，所述变轨部为可转动安装于所述连杆或上摆臂的变轨轮。
  5. 根据权利要求2所述的变轨装置，其特征在于，还包括扭力限制器，所述动力部经由所述扭力限制器连接所述上摆臂或下摆臂，扭力限制器用于传递扭矩，当所传递的扭矩大于所设定的扭矩时，扭力限制器断开，防止扭矩从扭力限制器的一端传递到另一端。
  6. 根据权利要求2所述的变轨装置，其特征在于，包括两个所述反向同步机构、以及同步轴，所述同步轴的两端分别与所述两个反向同步机构相连，用于使两个反向同步机构同步动作，且动作一致。
  7. 根据权利要求2-6任一所述的变轨装置，其特征在于，还包括联动防脱部，所述联动防脱部与反向同步机构相连，并与反向同步机构同步动作，联动防脱部用于在反向同步机构动作到位的情况下，通过与轨道的配合限制反向同步机构动作，
    和/或，用于在反向同步机构动作未到位的情况下，通过与轨道的配合驱动反向同步机构动作到位。
  8. 根据权利要求7所述的变轨装置，其特征在于，所述联动防脱部包括分别设置于所述反向同步机构两侧的限位部，且所述限位部位于所述变轨部的下方，
    所述限位部位于轨道的内部，所述反向同步机构用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部与设置于轨道侧面的防脱轨部相配合，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及防脱轨部；
    和/或，所述限位部位于轨道的下方，所述反向同步机构用于带动一侧的变轨部和限位部同步上升，使得该侧的变轨部与对应侧的道岔相配合、并使该侧的限位部卡在对应侧轨道下缘的外侧或卡在设置于轨道下方的防脱轨部的外侧，及同步带动另一侧的变轨部和限位部下降，并使该侧的变轨部和限位部分别脱离所对应的道岔及轨道。
  9. 根据权利要求8所述的变轨装置，其特征在于，所述限位部为设置于连杆侧面的凸起或可转动安装于所述连杆的限位轮。
  10. 根据权利要求9所述的变轨装置，其特征在于，所述凸起为杆状结构、板状结构或二者的组合。
  11. 根据权利要求8所述的变轨装置，其特征在于，所述反向同步机构位于轨道内部，所述联动防脱部还包括联动架，所述联动架与所述下摆臂或固定于下摆臂的传动轴相连，并延伸到轨道的下方，所述限位部分别设置于所述联动架的两端，联动架用于与下摆臂同步摆动，并使对应侧的限位部与轨道下缘或轨道下方的防脱轨部相配合。
  12. 根据权利要求11所述的变轨装置，其特征在于，所述联动架为人字形结构或T形结构；
    和/或，所述限位部为凸起或为可转动安装于所述联动架的限位轮，所述凸起为杆状结构、板状结构或二者的组合。
  13. 根据权利要求8所述的变轨装置，其特征在于，所述限位部分别设置于所述下摆臂的两端，且所述下摆臂位于轨道的下方，所述反向同步机构用于带动一侧的变轨部和限位部同步动作，并使对应侧的限位部与轨道下缘或轨道下方的防脱轨部相配合。
  14. 根据权利要求13所述的变轨装置，其特征在于，所述限位部为设置于所述下摆臂的凸起、或为可转动安装于所述下摆臂的限位轮。
  15. 一种车辆，其特征在于，包括车架及权利要求8-14任一所述变轨装置，所述车辆包括车架，所述上摆臂可转动的固定于所述车架，所述下摆臂可转动的固定于车架或与车架相连的悬挂架，且所述上摆臂和下摆臂分别沿车辆的宽度方向设置。
  16. 一种防脱轨的轨道交通系统，其特征在于，包括轨道和权利要求15所述车辆，所述轨道包括轨道本体，所述车辆设置于所述轨道本体内，用于沿轨道本体运行；
    在岔口内，所述轨道本体的顶部设置有道岔，所述道岔用于与所述变轨部相配合，轨道本体的侧面和/或底部设置有防脱轨部，所述防脱轨部与所述联动防脱部相配合，用于在反向同步机构动作到位的情况下限制反向同步机构动作，及用于在反向同步机构动作未到位的情况下驱动反向同步机构动作到位。
  17. 根据权利要求16所述的防脱轨的轨道交通系统，其特征在于，所述防脱轨部包括约束段和保护段，所述约束段水平设置于轨道本体的侧面，所述保护段倾斜设置于轨道本体的侧面，且约束段与保护段相连；
    在所述反向同步机构动作到位的情况下，与道岔相配合一侧的限位部位于所述约束段的上方，约束段用于限制该限位部下降；
    在所述反向同步机构动作未到位的情况下，所述保护段通过挤压对应侧的限位部驱动该侧的限位部竖直上升；所述约束段为直板结构，所述保护段为直板结构或弧形板结构。
  18. 根据权利要求16所述的防脱轨的轨道交通系统，其特征在于，所述轨道本体包括用于支撑车辆的底板及设置于底板下方的两个下导向部，所述两个下导向部之间具有所设定的间隙，用于容纳稳定轮；
    所述防脱轨部包括约束段和保护段，所述约束段设置于下导向部的下边沿，用于在反向同步机构动作到位的情况下，限制所述联动防脱部动作，所述保护段设置于底板的下方，保护段的高度大于下导向部的高度，且约束段和保护段分别设置于轨道本体的不同侧，保护段用于在反向同步机构动作未到位的情况下，通过挤压联动防脱部驱动反向同步机构动作到位；
    所述约束段为直板结构，所述保护段为直板结构或弧形板结构。
  19. 一种防脱轨的轨道交通系统，其特征在于，包括轨道和权利要求15所述车辆，所述轨道包括用于支撑车辆的轨道本体，所述车辆设置于所述轨道本体内，用于沿轨道运行，
    所述轨道本体的下端设置有两个相互平行的下导向部，所述两个下导向部之间具有所设定的间隙，间隙用于容纳稳定轮，
    所述下摆臂设置于所述轨道本体的下方，所述连杆通过所述间隙延伸出所述轨道本体，并与所述下摆臂相连，限位部用于卡在对应侧下导向部的外侧或卡在对应侧防脱轨部的外侧。
  20. 根据权利要求19所述的防脱轨的轨道交通系统，其特征在于，所述防脱轨部包括约束段和保护段，所述约束段设置于下导向部的下边沿，用于在反向同步机构动作到位的情况下，限制所述联动防脱部动作，所述保护段设置于底板的下方，保护段的高度大于下导向部的高度，且约束段和保护段分别设置于轨道本体的不同侧，保护段用于在反向同步机构动作未到位的情况下，通过挤压联动防脱部驱动反向同步机构动作到位；所述约束段为直板结构，所述保护段为直板结构或弧形板结构。
PCT/CN2020/124305 2019-10-31 2020-10-28 一种变轨装置、车辆及防脱轨的轨道交通系统 WO2021083184A1 (zh)

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