WO2022042338A1 - 轨道交通道岔系统 - Google Patents

轨道交通道岔系统 Download PDF

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Publication number
WO2022042338A1
WO2022042338A1 PCT/CN2021/112552 CN2021112552W WO2022042338A1 WO 2022042338 A1 WO2022042338 A1 WO 2022042338A1 CN 2021112552 W CN2021112552 W CN 2021112552W WO 2022042338 A1 WO2022042338 A1 WO 2022042338A1
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WO
WIPO (PCT)
Prior art keywords
switch
turnout
compensation
track
side frame
Prior art date
Application number
PCT/CN2021/112552
Other languages
English (en)
French (fr)
Inventor
冯晔
黄美林
苏利杰
刘爱文
陈治国
宋少波
姚雄
罗辉
王全虎
崔灿
Original Assignee
中车长江车辆有限公司
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
Application filed by 中车长江车辆有限公司 filed Critical 中车长江车辆有限公司
Priority to AU2021334603A priority Critical patent/AU2021334603B2/en
Priority to JP2022564535A priority patent/JP2023538168A/ja
Priority to EP21860177.1A priority patent/EP4206402A1/en
Publication of WO2022042338A1 publication Critical patent/WO2022042338A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/10—Mono-rails; Auxiliary balancing rails; Supports or connections for rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/12—Switches; Crossings
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
    • 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 present disclosure relates to the technical field of rail transit systems, and in particular, to a rail transit turnout system.
  • the suspended monorail system is a kind of air rail transportation system. It has the advantages of good compatibility, high safety, high integration, low cost, flexible lines, environmental protection and low noise, etc. It meets the needs of modern urban rail transportation and is a new type of transportation system in my country. It is widely used in urban rail transit construction.
  • domestic suspended monorail traffic turnouts are mainly single-opening, and there are two types of multi-opening turnouts disclosed in practical applications, namely translational beam-changing type and segmental type.
  • the parallel movement of the curved track beam realizes the conversion between the straight line and the curve.
  • the beam and the driven beam switch as a whole, so that the vehicle can pass on the folded line of a gentle approximate arc curve.
  • the translating beam-type multi-opening turnout has the disadvantages of cumbersome structure, high strength requirements for piers and related mechanisms, high power required for switching, long switching time, and poor economy.
  • the turnout beam is a multi-section broken line beam, and there are many pier and column foundations.
  • the drive motor requires high precision and poor reliability.
  • the present disclosure provides a rail transit turnout system to solve the problem of the cumbersome structure of the translation-exchange-beam-type multi-opening turnout in the suspension type rail transit system in the prior art, and the inconvenience to the piers and related mechanisms.
  • There are technical problems such as high strength requirements, high power required for switching, long switching time, and poor economy, and when segmental switches are switched, the switch beam is a multi-segment broken line beam, there are many pier column foundations, and the precision of the drive motor is high. , technical problems with poor reliability.
  • a rail transit switch system includes: a base rail beam fixedly supported by a plurality of spaced-apart base piers; a switch beam having opposite first and second ends, The first end of the turnout beam is arranged on the first transition pier column, and the first end of the turnout beam is rotatably connected to the first transition pier column through a center pin, and the center pin is arranged vertically , the second end of the turnout beam is arranged on the second transition pier, and the second end of the turnout beam can walk on the second transition pier; the branch track beam, the branch track beam at least There are two, the branch line rail beams are fixedly supported by a plurality of spaced branch line piers, each of the branch line rail beams has opposite first ends and second ends, and the switch beams are arranged on the foundation.
  • the first end of the switch beam is butted with the end of the base track beam facing the switch beam, and the second end of the switch beam is operably selected to be connected with a certain branch line
  • the first ends of the track beams are butted together, and the second ends of the branch track beams extend in a direction away from the switch beams.
  • the first transition pier is provided with two compensating assemblies, the two compensating assemblies are oppositely disposed on both sides of the switch beam, and each compensating assembly includes at least one compensating device , the compensation device has an output part, and the output part of the compensation device is operably inserted into the gap between the first end of the switch beam and the end of the foundation track beam facing the switch beam.
  • the compensating device includes a compensating beam, the compensating beam being an output of the compensating device, the compensating beam being operable to move in a direction perpendicular to the base track beam.
  • the first transition pier includes two opposite support columns, and the inner side of the support columns is provided with a support seat corresponding to the compensation device;
  • the compensation device includes a fixed seat and a drive unit, The fixed seat is fixed on the corresponding support seat, the fixed end of the driving unit is fixed on the fixed seat, the output end of the driving unit can be telescopically moved back and forth along the horizontal direction, and the The output end is fixedly connected with the compensation beam.
  • the support base is provided with a guide rail; the bottom of the compensation beam is provided with a roller, and the roller is rolled on the guide rail.
  • the inner side of the support column is provided with a guide plate corresponding to the compensation device, and the bottom of the guide plate is provided with a chute; the top of the compensation beam is slidably arranged on the corresponding guide plate in the chute.
  • the system further includes a locking device, each of the compensation devices is correspondingly configured with one of the locking devices, and the locking device includes: a positioning seat, the positioning seat is fixedly arranged on the corresponding On the compensation beam, the positioning seat is provided with a locking hole; a telescopic mechanism, the telescopic mechanism is fixed on the first transition pier column; a positioning pin, the positioning pin has opposite first ends and second ends , the first end of the positioning pin is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin is operably inserted into the locking hole on the positioning seat.
  • the second end of the switch beam runs on the second transition pier through a running mechanism
  • the running mechanism includes: a running track, the running track is arc-shaped, and the arc-shaped The center of the circle is located on the center line of the center pin; a running unit, the second end of the switch beam is connected to the running unit, and the running unit is operable to run on the running track.
  • the traveling unit includes a first side frame and a second side frame arranged opposite to each other, and two ends of the first side frame and the second side frame are connected by connecting beams, and the first side frame and the second side frame are connected by connecting beams.
  • the bottoms of one side frame and the second side frame are provided with installation grooves, and the second ends of the turnout beams are sequentially fixedly connected in the installation grooves of the bottoms of the first side frame and the second side frame.
  • the traveling unit further comprises: a plurality of wheel axles, the tops of the first side frame and the second side frame are connected by a plurality of the wheel axles arranged at intervals, a plurality of the wheel axles One of the axles is provided with a driving wheel, and the driving wheel is rotatably arranged on the running track; a driving motor, the driving motor is fixedly arranged on the outside of the second side frame, and the driving motor is The output shaft is fixedly connected to one of the plurality of axles.
  • the first end of the turnout beam is butted with the end of the foundation track beam facing the turnout beam, the first end of the turnout beam is rotatably arranged on the first transition pier, and the The second end is operably selected to be butted with the first end of a branch track beam, so that the purpose of switching can be achieved by operating the rotation of the first end of the switch beam on the first transition pier.
  • the present disclosure adopts a section of the switch beam as the main body of the switch, and the length is shorter, which can greatly reduce the mass of the multi-opening switch beam in the prior art, and at the same time reduce the volume and mass of the pier column. , reducing costs.
  • the present disclosure Compared with the segment type multi-opening switch, the present disclosure only generates one broken line segment, and only needs two transition pier column beams, which has higher reliability and lower cost.
  • the rail transit turnout system shown in the present disclosure is simple and reliable in operation, can effectively shorten the switchover time, improve the transportation efficiency, and has good practical value.
  • FIG. 1 is a schematic structural diagram of a rail transit turnout system according to an embodiment of the present disclosure.
  • FIG. 2 is a schematic structural diagram of the compensation component in FIG. 1 .
  • FIG. 3 is a schematic diagram of the arrangement of the locking device of FIG. 2 .
  • Figure 4 is a schematic diagram of the assembly of the switch beam and the running gear.
  • FIG. 5 is a schematic structural diagram of a walking mechanism.
  • FIG. 6 is a schematic diagram of a state in which the compensation beam is in a standby position.
  • FIG. 7 is a schematic diagram of the state where the No. 1 compensating beam and the No. 3 compensating beam are in the compensating position.
  • FIG. 8 is a schematic diagram of the state in which the turnout beam is switched to the left position.
  • FIG. 9 is a schematic diagram of the state where the No. 3 compensating beam and the No. 4 compensating beam are in the compensating position.
  • FIG. 10 is a schematic diagram of the state in which the switch beam is switched to the right position.
  • FIG. 11 is a schematic diagram of the state in which the No. 1 compensating beam and the No. 2 compensating beam are in the compensating position.
  • FIG. 1 is a schematic structural diagram of a rail transit turnout system according to an embodiment of the present disclosure.
  • the system includes a base rail beam 1 , a switch beam 5 and a branch rail beam, wherein the base rail beam 1 is provided by a plurality of spaced rails.
  • the foundation pier 2 is fixedly supported, and the turnout beam 5 has opposite first and second ends. It is rotatably connected to the first transition pier 3, the center pin 4 is arranged vertically, the second end of the turnout beam 5 is arranged on the second transition pier 6, and the second end of the turnout beam 5 can be placed on the second transition pier.
  • the branch line track beams are fixedly supported by a plurality of branch line pier columns 7 arranged at intervals, and each branch line track beam has opposite first and second ends.
  • 5 is arranged between the base track beam 1 and the branch line track beam, the first end of the switch beam 5 is butted with the end of the base track beam 1 facing the switch beam 5, and the second end of the switch beam 5 is operably selected to be connected with a branch line track.
  • the first ends of the beams are butted, and the second ends of the branch track beams extend in a direction away from the switch beams.
  • the purpose of the switch can be achieved by operating the rotation of the first end of the switch beam 5 on the first transition pier 3 .
  • the turnout beam is short in length, which can greatly reduce the mass of the multi-opening switch beam in the prior art, and at the same time reduce the volume and mass of the pier column, and reduce the cost.
  • the present disclosure only generates one polyline segment, and only needs two transition piers, columns, beams, and has higher reliability and lower cost.
  • three branch line track beams can be provided, namely the first branch line track beam 8 , the second branch line track beam 9 and the third branch line track beam 10 , the first branch line track beam 8 and the third branch line track beam 10 respectively They are respectively arranged on both sides of the second branch line track beam 9, the second branch line track beam 9 and the base track beam 1 are located on the same line, the first branch line track beam 8, the second branch line track beam 9 and the third branch line track beam 10 Fan arrangement.
  • the first ends of a plurality of branch line track beams can be fixedly supported by a branch line pier 7 .
  • the present disclosure provides compensation components.
  • FIG. 2 is a schematic structural diagram of the compensation assembly in FIG. 1 , in conjunction with FIG. 2 , two compensation assemblies are provided on the first transition pier 3 , and the two compensation assemblies are oppositely arranged on both sides of the switch beam 5 , and each compensation assembly is At least one compensating device 12 is included, the compensating device 12 has an output portion, the output portion of the compensating device 12 is operatively inserted into the gap between the first end of the switch beam 5 and the end of the base track beam 1 facing the switch beam 5, so that The gap between the base rail beam 1 and the switch beam 5 can be filled to ensure the reliability of the rail vehicle running between the base rail beam 1 and the switch beam 5 .
  • the compensating device 12 includes a compensating beam 122 , which is an output portion of the compensating device, and the compensating beam 122 is operable to move in a direction perpendicular to the base rail beam 1 .
  • the first transition pier 3 may include two opposite support columns 301 .
  • the inner side of the support columns 301 is provided with a support seat 302 corresponding to the compensation device 12
  • the compensation device 12 further includes a fixed seat 302 and a drive unit 125
  • the fixed seat 302 is fixed on the corresponding support seat 302
  • the fixed end of the driving unit 125 is fixed on the fixed seat 302
  • the output end of the driving unit 125 can be telescopically moved back and forth along the horizontal direction
  • the compensating beam 122 is fixedly connected.
  • the output end of the driving unit 125 can drive the compensating beam 122 to act.
  • two drive units 125 may be disposed opposite to each other in the horizontal direction, and the two drive units 125 move synchronously to make the compensation beam 122 move in a predetermined direction, while the drive unit 125 may be a straight line such as an electric push rod, a hydraulic cylinder, etc.
  • a reciprocating motion mechanism which is not limited in the present disclosure.
  • the support base 302 may be provided with a guide rail, and the bottom of the compensation beam 122 is provided with a roller 128 , and the roller 128 is rolled on the guide rail to reduce friction and improve the operating efficiency of the compensation beam 122 . Swiftness.
  • the bottom of the support base 302 may be provided with a reinforcing plate 303 , and the reinforcing plate 303 is connected with the support column 301 on the same side to improve the bearing capacity of the support base 302 .
  • the inner side of the support column 301 is provided with a guide plate 304 corresponding to the compensation device 12
  • the bottom of the guide plate 304 is provided with a chute
  • the top of the compensation beam 122 is slidably arranged on the corresponding guide plate 304 in the chute to guide the movement of the compensation beam 122 .
  • the first transition pier 3 will also include a top beam 305 connected by two opposite support columns 301, and a connecting plate 306 is provided between the top of the guide plate 304 and the top beam 305 to improve the installation of the guide plate 304. reliability.
  • each compensating device 12 is correspondingly provided with a locking device.
  • the locking device includes a positioning seat 126, a telescopic mechanism and a positioning pin 127, wherein the positioning seat 126 is fixedly arranged on the corresponding compensation beam 122, the positioning seat 126 is provided with a locking hole, and the telescopic mechanism is fixedly arranged on the first
  • the positioning pin 127 has opposite first ends and second ends, the first end of the positioning pin 127 is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin 127 is operably inserted into the positioning pin 127.
  • the telescopic mechanism In the locking hole on the seat 126, after the compensation beam 122 is compensated in place, operate the telescopic mechanism to insert the second end of the positioning pin 127 into the locking hole on the positioning seat 126, so that the compensation beam 122 can
  • the positioning seat 126 is preferably arranged at the outer bottom of the compensation beam 122, and preferably there are two locking holes on the positioning seat 126, and the two positioning holes are respectively located on both sides of the compensation beam 122, so that the The compensation beam 122 is locked from two directions to improve the reliability of locking.
  • FIG. 3 is a schematic diagram of the arrangement of the locking device in FIG. 2 .
  • two telescopic mechanisms 1210 are arranged in the support base 302 , and the output ends of the two telescopic mechanisms 1210 are both vertically telescopic.
  • the axial direction is vertical.
  • the positioning pin 127 connected to the output end of the telescopic mechanism 1210 can be inserted into the locking hole on the positioning seat 126 .
  • the two telescopic mechanisms 1210 can also be arranged on the top of the support base 302.
  • the telescopic end of the telescopic mechanism 1210 moves in the horizontal direction, and the axial direction of the locking hole on the positioning base 126 is in the horizontal direction.
  • the positioning pin 127 connected to the output end of the telescopic mechanism 1210 is inserted into the locking hole on the positioning seat 126 .
  • the output end of the telescopic mechanism is in a retracted state, so that the operation of the compensation beam 122 is not affected.
  • a support plate 129 is provided on the inner side of the beam 122, the support plate 129 is used to support the traveling wheels of the rail vehicle to pass, and the inner side of the compensation beam 122 above the support plate 129 is used for The guide wheel of the rail vehicle is supported to adapt to the smooth passage of the rail vehicle with the guide wheel.
  • Figure 4 is a schematic diagram of the assembly of the switch beam and the running mechanism
  • Figure 5 is a schematic structural diagram of the running mechanism, combined with Figure 1, 4 and 5
  • the traveling mechanism 11 includes a traveling track 117 and a traveling unit.
  • the traveling track 117 is arc-shaped, the center of the arc is located on the center line of the center pin 4, and the second end of the switch beam 5 is connected to the traveling unit.
  • the running unit can operably walk on the running track 117, so that the first end of the switch beam 5 is rotated by a certain angle around the center pin, so that the switch beam 5 is connected with the branch line track beam of the branch that needs to be guided, and then the switch beam is completed.
  • the key action of the switch can be performed by a certain angle around the center pin, so that the switch beam 5 is connected with the branch line track beam of the branch that needs to be guided, and then the switch beam is completed.
  • the traveling unit includes a first side frame 111 and a second side frame 115 arranged oppositely. Both ends of the first side frame 111 and the second side frame 115 are connected by connecting beams 116 .
  • Mounting grooves 118 are provided on both sides of the bottom of the frame 111 and the second side frame 115 , and the second ends of the turnout beam 5 are fixedly connected to the mounting grooves 118 at the bottom of the first side frame 111 and the second side frame 115 in turn, that is, The second end of the crossing beam 5 can be assembled with the running unit.
  • the first side frame 111 , the second side frame 115 and the connecting beam 11 constituting the traveling unit are preferably integrally formed, so that the traveling unit has sufficient bearing strength.
  • the traveling unit further includes a drive motor 114 and a plurality of axles 113 , the tops of the first side frame 111 and the top of the second side frame 115 are connected by a plurality of axles 113 arranged at intervals, and one axle 113 of the plurality of axles 113 A driving wheel 119 is arranged on the upper, and driven wheels 112 are arranged on the remaining axles 113 of the plurality of axles 113. Both the driving wheel 119 and the driven wheel 112 are arranged on the running track 117 in a rolling manner, and the driving motor 114 is fixed on the second side.
  • the output shaft of the driving motor 114 is connected with the axle 113 on which the driving wheel 119 is installed, so that the driving motor 114 can drive the driving wheel 113 on which the driving wheel 119 is installed to rotate, thereby driving the driving wheel 119 on the axle 113 to run.
  • the track 117 rotates to realize the movement of the traveling unit on the traveling track 117 , and the movement of the traveling unit can drive the plurality of driven wheels 112 to roll on the traveling track 117 to balance the movement of the traveling unit.
  • the driving wheel 119 is located on the wheel shaft 113 among the plurality of wheel shafts 113 , and selecting one driving wheel 119 to cooperate with the plurality of driven wheels 112 can simplify the structure and optimize the space.
  • each wheel axle may also be provided with multiple wheels, so as to further improve the balance performance of the movement of the traveling unit, and the drive motor can rotate in forward and reverse directions to ensure that the switch beam is in the switch position.
  • the driving motor is not the only way to drive, it can also be driven by an electric push rod, or by installing a slide rail on the side of the turnout beam to cooperate with the rotating arm, which is not limited in the present disclosure.
  • the initial position of the switch beam is a straight position, which is in the state shown in Figure 1, and the initial position of the compensation beam is all pulled out of the switch beam, that is, the waiting position, and the compensation beam enters the switch beam 5 and 5.
  • the gap between the foundation rail beams 1 is completely compensated.
  • the position of the compensation beam is the compensation position.
  • the setting of the compensation beam is as shown in Figure 6.
  • compensating beam 122 are a set of compensating beams
  • the compensation beam 124 is another group of compensation beams, and the two groups of compensation beams are respectively located on both sides of the gap between the switch beam 5 and the foundation track beam 1;
  • Turnout straight position switching process receive the straight position switch command ⁇ all compensation beams return to the waiting position ⁇ the walking mechanism receives the command, drives the switch beam to walk on the second transition pier, and drives the switch beam to switch to the straight position ⁇ After the switch beam is in place, the No. 1 compensation beam and the No. 3 compensation beam receive the command and push into the compensation position, and the compensation beam forms the state shown in Figure 7 ⁇ After the turnout beam is in place, the corresponding locking device acts to lock the compensation beam, and then complete the rotation Switch lock ⁇ switch completed, waiting for the next switch command;
  • Turnout left-turn switch process Receive the left-turn switch command ⁇ all compensation beams return to the waiting position ⁇ the walking mechanism receives the command, drives the turnout beam to walk on the second transition pier, and drives the turnout beam to switch to Turn left to form the state shown in Figure 8 ⁇
  • the No. 3 compensation beam and No. 4 compensation beam receive the instruction, and the No. 3 compensation beam and No. 4 compensation beam are pushed into the compensation position, and the compensation beam forms a diagram
  • the state shown in 9 ⁇ the corresponding locking device acts to lock the compensation beam after it is in place, and then completes the switch lock ⁇ the switch is completed, waiting for the next switch command;
  • Turnout right-turn switch process Receive the right-turn switch command ⁇ all compensation beams return to the waiting position ⁇ the walking mechanism receives the command, drives the turnout beam to walk on the second transition pier, and drives the turnout beam to switch to Turn right to form the state shown in Figure 10 ⁇ After the switch beam is in place, the No. 1 compensation beam and No. 2 compensation beam receive the instruction, and the No. 1 compensation beam and the No. 2 compensation beam are pushed into the compensation position, and the compensation beam forms a diagram. The state shown in 11 ⁇ the corresponding locking device acts to lock the compensation beam after it is in place, and then completes the switch lock ⁇ the switch is completed, waiting for the next switch command.
  • the compensating device, locking device, and running gear have their own control logic and can act independently, thus having the characteristics of automatic operation.
  • the rail transit turnout system shown in the present disclosure is simple and reliable in operation, can effectively shorten the switching time, improve the transportation efficiency, and has good practical value.

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

Abstract

本公开内容公开了一种轨道交通道岔系统，其道岔梁(5)的第一端设置在第一过渡墩柱(3)上且通过中心销(4)可转动地连接在第一过渡墩柱(3)上，道岔梁(5)的第二端设置在第二过渡墩柱(6)上且可在第二过渡墩柱(6)上行走；支线轨道梁(8,9,10)至少设置有两个且通过多个间隔设置的支线墩柱(7)固定支撑；道岔梁(5)的第一端与基础轨道梁(1)面向道岔梁(5)的一端对接，其第二端可操作地选择与某个支线轨道梁(8,9,10)的第一端对接；支线轨道梁(8,9,10)的第二端向远离道岔梁(5)的方向延伸。本公开的技术方案具有操作简单可靠，可有效地缩短转辙时间，提高运输效率。

Description

轨道交通道岔系统
相关申请的交叉引用
本申请要求于2020年8月31日提交、申请号为202010893368.0且名称为“轨道交通道岔系统”的中国专利申请的优先权，其全部内容通过引用合并于此。
技术领域
本公开内容涉及轨道交通系统技术领域，尤其涉及一种轨道交通道岔系统。
背景技术
悬挂式单轨系统属于空中轨道运输系统的一种，具有兼容性好、安全性高、集成化高、造价低、线路灵活、环保及噪声小等优点，满足现代城市轨道交通运输需求，在我国新型城市轨道交通建设中被广泛运用。
目前，国内悬挂式单轨交通道岔以单开为主，实际运用中公开的多开道岔有两种型式，分别为平移换梁型和节段型，平移换梁型道岔主要是通过支线轨道梁和曲线轨道梁的平行移动，实现线路在直线通行和曲线通行状态之间的转换；节段型道岔由固定梁、主动梁及从动梁组成，主要是由安装在主动梁上的电机机械驱动主动梁和从动梁整体转辙，使车辆在缓和的近似圆弧曲线的折线上通过。
悬挂式轨道交通系统中平移换梁型多开岔道结构笨重、对墩柱及相关机构的强度要求高、存在转辙所需的功率大和转辙时间长、经济性差等缺点；节段型道岔转辙时道岔梁为多段折线梁、墩柱基础多、同时对驱动电机精度要求高、可靠性差。
因此，需对现有技术进行改进。
发明内容
针对上述现有技术存在的不足，本公开内容提供一种轨道交通道岔系 统，以解决现有技术中的悬挂式轨道交通系统中平移换梁型多开岔道结构笨重、对墩柱及相关机构的强度要求高、存在转辙所需的功率大和转辙时间长、经济性差等技术问题，以及节段型道岔转辙时道岔梁为多段折线梁、墩柱基础多、同时对驱动电机精度要求高、可靠性差的技术问题。
依据本公开内容的轨道交通道岔系统包括：基础轨道梁，所述基础轨道梁通过多个间隔设置的基础墩柱固定支撑；道岔梁，所述道岔梁具有相对的第一端和第二端，所述道岔梁的第一端设置在第一过渡墩柱上，所述道岔梁的第一端通过中心销可转动地连接在所述第一过渡墩柱上，所述中心销沿竖向设置，所述道岔梁的第二端设置在所述第二过渡墩柱上，所述道岔梁的第二端可在所述第二过渡墩柱上行走；支线轨道梁，所述支线轨道梁至少设置有两个，所述支线轨道梁通过多个间隔设置的支线墩柱固定支撑，每个所述支线轨道梁均具有相对的第一端和第二端，所述道岔梁设置在所述基础轨道梁以及支线轨道梁之间，所述道岔梁的第一端与所述基础轨道梁面向所述道岔梁的一端对接，所述道岔梁的第二端可操作地选择与某个所述支线轨道梁的第一端对接，所述支线轨道梁的第二端向远离所述道岔梁的方向延伸。
在一些实施方案中，所述第一过渡墩柱上设置有两个补偿组件，两个所述补偿组件相对设置在所述道岔梁的两侧，每个所述补偿组件均包括至少一个补偿装置，所述补偿装置具有输出部，所述补偿装置的输出部可操作地插入到所述道岔梁的第一端与所述基础轨道梁面向所述道岔梁的一端之间的缺口处。
在一些实施方案中，所述补偿装置包括补偿梁，所述补偿梁为所述补偿装置的输出部，所述补偿梁可操作地沿垂直于所述基础轨道梁的方向移动。
在一些实施方案中，所述第一过渡墩柱包括两个相对的支撑柱，所述支撑柱的内侧设置有和所述补偿装置对应的支撑座；所述补偿装置包括固定座以及驱动单元，所述固定座固定设置在对应的支撑座上，所述驱动单元的固定端固定设置在所述固定座上，所述驱动单元的输出端可沿水平向做伸缩往返移动，所述驱动单元的输出端和所述补偿梁固定连接。
在一些实施方案中，所述支撑座上设置有导轨；所述补偿梁的底部设置有滚轮，所述滚轮滚动设置在所述导轨上。
在一些实施方案中，所述支撑柱的内侧设置有和所述补偿装置对应的导向板，所述导向板的底部设置有滑槽；所述补偿梁的顶部滑动设置在对应的所述导向板的滑槽中。
在一些实施方案中，所述系统还包括锁定装置，每个所述补偿装置均对应配置有一个所述锁定装置，所述锁定装置包括：定位座，所述定位座固定设置在对应的所述补偿梁上，所述定位座上设置有锁定孔；伸缩机构，所述伸缩机构固定设置在所述第一过渡墩柱上；定位销，所述定位销具有相对的第一端以及第二端，所述定位销的第一端固定连接在所述伸缩机构的输出端上，所述定位销的第二端可操作地插入到所述定位座上的锁定孔中。
在一些实施方案中，所述道岔梁的第二端通过行走机构在所述第二过渡墩柱上行走，所述行走机构包括：走行轨道，所述走行轨道为弧形，所述弧形的圆心位于所述中心销的中心线上；走行单元，所述道岔梁的第二端连接在所述走行单元上，所述走行单元可操作地在所述走行轨道上行走。
在一些实施方案中，所述走行单元包括相对设置的第一侧架和第二侧架，所述第一侧架和所述第二侧架的两端之间通过连接梁连接，所述第一侧架和所述第二侧架的底部均设置有安装槽，所述道岔梁的第二端依次固定连接在所述第一侧架和所述第二侧架的底部的安装槽中。
在一些实施方案中，所述走行单元还包括：多个轮轴，所述第一侧架和所述第二侧架的顶部之间通过多个间隔设置的所述轮轴连接，多个所述轮轴的一个所述轮轴上设置有主动轮，所述主动轮可滚动地设置在所述走行轨道上；驱动电机，所述驱动电机固定设置在所述第二侧架的外侧，所述驱动电机的输出轴和多个所述轮轴的一个所述轮轴固定连接。
本公开内容所提供的一种轨道交通道岔系统，由于道岔梁的第一端与基础轨道梁面向道岔梁的一端对接，道岔梁的第一端在第一过渡墩柱上转动设置，道岔梁的第二端可操作地选择与某个支线轨道梁的第一端对接，这样，通过操作道岔梁的第一端在第一过渡墩柱上的转动，即可实现转辙的目的。
相比于平移换梁型多开道岔，本公开内容采用一段道岔梁做为道岔主体，长度较短，可大大减轻现有技术中多开道岔梁的质量，同时减轻了墩柱的体积和质量，降低了成本。
相比于节段型多开道岔，本公开内容只产生一个折线段，且只需两个过渡墩柱梁即可，可靠性更高，成本更低。
本公开内容所示的轨道交通道岔系统操作简单可靠，可有效地缩短转辙时间，提高运输效率，具有很好的实用价值。
附图说明
图1为依据本公开内容实施例的轨道交通道岔系统的结构示意图。
图2为图1中的补偿组件的结构示意图。
图3为图2的锁定装置的布置示意图。
图4为道岔梁和行走机构的装配示意图。
图5为行走机构的结构示意图。
图6为补偿梁处于待工位的状态示意图。
图7为一号补偿梁和三号补偿梁处于补偿位的状态示意图。
图8为道岔梁进行转辙至左转位的状态示意图。
图9为三号补偿梁和四号补偿梁位于补偿位的状态示意图。
图10为道岔梁进行转辙至右转位的状态示意图。
图11为一号补偿梁和二号补偿梁位于补偿位的状态示意图。
具体实施方式
图1为依据本公开内容实施例的轨道交通道岔系统的结构示意图，结合图1，该系统包括基础轨道梁1、道岔梁5以及支线轨道梁，其中，基础轨道梁1通过多个间隔设置的基础墩柱2固定支撑，道岔梁5具有相对的第一端和第二端，道岔梁5的第一端设置在第一过渡墩柱3上，道岔梁5的第一端通过中心销4可转动地连接在第一过渡墩柱3上，中心销4沿竖向设置，道岔梁5的第二端设置在第二过渡墩柱6上，道岔梁5的第二端可在第二过渡墩柱6上行走，而支线轨道梁至少设置有两个，支线轨道梁通过多个间隔设置的支线墩柱7固定支撑，每个支线轨道梁均具有相对的第一端和第二端，道岔梁5设置在基础轨道梁1以及支线轨道梁之间，道岔梁5的第一端与基础轨道梁1面向道岔梁5的一端对接，道岔梁5的第二端可操作地选择与某 个支线轨道梁的第一端对接，支线轨道梁的第二端向远离道岔梁的方向延伸。
在实际操作时，通过操作道岔梁5的第一端在第一过渡墩柱3上的转动，即可实现转辙的目的，相比于平移换梁型多开道岔，本公开内容只采用一段道岔梁做为道岔主体，长度较短，可大大减轻现有技术中多开道岔梁的质量，同时减轻了墩柱的体积和质量，降低了成本，而相比于节段型多开道岔，本公开内容只产生一个折线段，且只需两个过渡墩柱梁即可，可靠性更高，成本更低。
在一些实施例中，支线轨道梁可设置三个，分别为第一支线轨道梁8、第二支线轨道梁9以及第三支线轨道梁10，第一支线轨道梁8和第三支线轨道梁10分别设置在第二支线轨道梁9的两侧，第二支线轨道梁9和基础轨道梁1位于同一直线上，第一支线轨道梁8、第二支线轨道梁9以及第三支线轨道梁10呈扇形布置。
结合图1，多个支线轨道梁的第一端可以通过一个支线墩柱7固定支撑。
为了适应道岔梁的转动，基础轨道梁1和道岔梁5之间需具有缺口，这样不利于轨道车辆在基础轨道梁1和道岔梁5之间的运行，为了解决这一问题，本公开内容设置了补偿组件。
图2为图1中的补偿组件的结构示意图，结合图2，第一过渡墩柱3上设置有两个补偿组件，两个补偿组件相对设置在道岔梁5的两侧，每个补偿组件均包括至少一个补偿装置12，补偿装置12具有输出部，补偿装置12的输出部可操作地插入到道岔梁5的第一端与基础轨道梁1面向道岔梁5的一端之间的缺口处，这样就可以将基础轨道梁1和道岔梁5之间的缺口填充，以保障轨道车辆在基础轨道梁1和道岔梁5之间运行的可靠性。
结合图2，补偿装置12包括补偿梁122，补偿梁122为补偿装置的输出部，补偿梁122可操作地沿垂直于基础轨道梁1的方向移动。
结合图2，第一过渡墩柱3可以包括两个相对的支撑柱301，支撑柱301的内侧设置有和补偿装置12对应的支撑座302，而补偿装置12还包括固定座302以及驱动单元125，固定座302固定设置在对应的支撑座302上，驱动单元125的固定端固定设置在固定座302上，驱动单元125的输出端可沿水平向做伸缩往返移动，驱动单元125的输出端和补偿梁122固定连接，当需要 补偿梁122补偿基础轨道梁1和道岔梁5之间的缺口时，可通过驱动单元125的输出端带动补偿梁122动作即可。
在一些实施例中，驱动单元125可以沿水平向相对设置有两个，两个驱动单元125同步移动，使补偿梁122按照预定方向移动，而驱动单元125可以选用电动推杆、液压油缸等直线往复运动机构，本公开内容对此不作限制。
在一些实施例中，，结合图2，支撑座302上可设置有导轨，而补偿梁122的底部设置有滚轮128，滚轮128滚动设置在导轨上，以减少摩擦力，提高补偿梁122操作的快捷性。
结合图2，在一些实施例中，支撑座302的底部可设置有加强板303，该加强板303和同侧的支撑柱301相连接，以提高支撑座302的承载力。
结合图2，在一些实施例中，支撑柱301的内侧设置有和补偿装置12对应的导向板304，导向板304的底部设置有滑槽，补偿梁122的顶部滑动设置在对应的导向板304的滑槽中，以对补偿梁122的移动进行导向。
结合图2，第一过渡墩柱3将还包括两个相对的支撑柱301连接的顶梁305，导向板304的顶部和顶梁305之间设置有连接板306，以提高导向板304安装的可靠性。
当补偿梁122操作至基础轨道梁1和道岔梁5之间的缺口时，为了防止补偿梁122回位，每个补偿装置12均对应配置有一个锁定装置。结合图2，锁定装置包括定位座126、伸缩机构以及定位销127，其中，定位座126固定设置在对应的补偿梁122上，定位座126上设置有锁定孔，而伸缩机构固定设置在第一过渡墩柱3上，定位销127具有相对的第一端以及第二端，定位销127的第一端固定连接在伸缩机构的输出端上，定位销127的第二端可操作地插入到定位座126上的锁定孔中，当补偿梁122补偿到位后，操作伸缩机构动作，将定位销127的第二端插入到定位座126上的锁定孔，即可使补偿梁122得以锁定。
在一些实施例中，定位座126最好设置在补偿梁122的外侧底部，定位座126上的锁定孔最好设置有两个，两个定位孔分别位于补偿梁122的两侧，这样就可以从两个方向对补偿梁122进行锁定，提高锁定的可靠性。
图3为图2的锁定装置的布置示意图，结合图3，两个伸缩机构1210设置在支撑座302内，两个伸缩机构1210的输出端均沿竖向伸缩，定位座126上的锁定孔的轴向为竖向，操作伸缩机构，即可使伸缩机构1210的输出端连接的定位销127插入到定位座126上的锁定孔中。
当然，两个伸缩机构1210也可以设置在支撑座302的顶部上，伸缩机构1210的伸缩端沿水平向运动，定位座126上的锁定孔的轴向为水平向，操作伸缩机构，也可使伸缩机构1210的输出端连接的定位销127插入到定位座126上的锁定孔中。
需要说明的是，补偿梁122在定位前，伸缩机构的输出端是回收状态，从而不影响补偿梁122的操作。
结合图2，在一些实施例中，梁122的内侧面上设置有支撑板129，该支撑板129用于支撑轨道车辆的行走轮通过，而支撑板129上方的补偿梁122的内侧面用以支撑轨道车辆的导向轮，以适应具有导向轮的轨道车辆的顺利通行。
结合图1，道岔梁5的第二端通过行走机构11在第二过渡墩柱6上行走，图4为道岔梁和行走机构的装配示意图，图5为行走机构的结构示意图，结合图1、图4以及图5，行走机构11包括走行轨道117以及走行单元，走行轨道117为弧形，该弧形的圆心位于中心销4的中心线上，而道岔梁5的第二端连接在走行单元上，走行单元可操作地在走行轨道117上行走，使道岔梁5的第一端绕中心销转动某个角度，使道岔梁5与需要导向的分支的支线轨道梁对接连通，进而完成道岔梁的转辙的关键动作。
结合图4以及图5，走行单元包括相对设置的第一侧架111和第二侧架115，第一侧架111和第二侧架115的两端之间通过连接梁116连接，第一侧架111和第二侧架115的底部两侧均设置有安装槽118，道岔梁5的第二端依次固定连接在第一侧架111和第二侧架115的底部的安装槽118中，即可实现渡道岔梁5的第二端同走行单元的装配。
构成走行单元的第一侧架111、第二侧架115、连接梁11最好一体成型，以使走行单元具有足够的承载强度。
结合图5，走行单元还包括驱动电机114和多个轮轴113，第一侧架111 和第二侧架115的顶部之间通过多个间隔设置的轮轴113连接，多个轮轴113的一个轮轴113上设置有主动轮119，多个轮轴113的其余轮轴113上设置有从动轮112，主动轮119和从动轮112均可滚动地设置在走行轨道117上，而驱动电机114固定设置在第二侧架115的外侧，驱动电机114的输出轴和安装有主动轮119的轮轴113连接，这样，驱动电机114可带动安装有主动轮119的轮轴113转动，进而带动轮轴113上的主动轮119在走行轨道117上转动，以实现走行单元在走行轨道117上的移动，而走行单元的移动可带动多个从动轮112在走行轨道117上滚动，以使走行单元的移动均衡。
在一些实施例中，主动轮119位于多个轮轴113中间的轮轴113上，且选用一个主动轮119配合多个从动轮112的方式，可精简结构，优化空间。
需要说明的是，在一些实施例中，每个轮轴上还可以设置有多个轮子，以进一步地提高走行单元的移动的均衡性能，而驱动电机可以正反向旋转，保证道岔梁在转辙时绕中心旋转装置的左右摆动，当然，驱动电机也不是唯一驱动的方式，还可以用电动推杆、或通过在道岔梁侧面安装滑轨配合旋转臂进行驱动，本公开内容对此不作限制。
轨道交通道岔系统的工作原理为：
转辙动作流程：
以三开道岔为例，假定道岔梁的初始位为直线位，处于图1所示的状态，补偿梁的初始位为全部拉出道岔梁外，即待工位，补偿梁进入道岔梁5和基础轨道梁1之间的缺口处对其完全补偿，此时补偿梁位置为补偿位，此种情况下，补偿梁的设置如图6所述，结合图6，补偿梁设置有四个，分别为一号补偿梁121、二号补偿梁122、三号补偿梁123以及四号补偿梁124，一号补偿梁121和二号补偿梁122为一组补偿梁，三号补偿梁123以及四号补偿梁124为另一组补偿梁，两组补偿梁分别位于道岔梁5和基础轨道梁1之间的缺口两侧；
道岔直线位转辙流程：收到直线位转辙指令→所有补偿梁回到待工位→行走机构接收指令，带动道岔梁在第二过渡墩柱上行走，带动道岔梁进行转辙至直线位→道岔梁转辙到位后，一号补偿梁和三号补偿梁接收指令，推入补偿位，补偿梁形成图7所示的状态→到位后相应锁定装置动作对补偿梁进行锁 定，进而完成转辙锁定→转辙完毕，等待下一个转辙指令；
道岔左转位转辙流程：收到左转位转辙指令→所有补偿梁回到待工位→行走机构接收指令，带动道岔梁在第二过渡墩柱上行走，带动道岔梁进行转辙至左转位，形成图8所述的状态→道岔梁转辙到位后，三号补偿梁和四号补偿梁接收指令，将三号补偿梁和四号补偿梁推入补偿位，补偿梁形成图9所示的状态→到位后相应锁定装置动作对补偿梁进行锁定，进而完成转辙锁定→转辙完毕，等待下一个转辙指令；
道岔右转位转辙流程：收到右转位转辙指令→所有补偿梁回到待工位→行走机构接收指令，带动道岔梁在第二过渡墩柱上行走，带动道岔梁进行转辙至右转位，形成图10所述的状态→道岔梁转辙到位后，一号补偿梁和二号补偿梁接收指令，将一号补偿梁和二号补偿梁推入补偿位，补偿梁形成图11所示的状态→到位后相应锁定装置动作对补偿梁进行锁定，进而完成转辙锁定→转辙完毕，等待下一个转辙指令。
在一些实施方案中，补偿装置、锁定装置以及行走机构都有独自的控制逻辑，可独立动作，从而具有自动化操作的特点。
综上所述，本公开内容所示的轨道交通道岔系统操作简单可靠，可有效地缩短转辙时间，提高运输效率，具有很好的实用价值。
以下所举实施例为本发明的较佳实施方式，仅用来方便说明本发明，并非对本发明作任何形式下的限制，任何所述技术领域中具有通常知识者，若在不脱离本发明所提技术特征的范围内，利用本发明所揭示技术内容所作出局部更动或修饰的等效实施例，并且未脱离本发明的技术特征内容，均仍属于本发明技术特征的范围内。

Claims (10)

  1. 一种轨道交通道岔系统，包括：
    基础轨道梁，所述基础轨道梁通过多个间隔设置的基础墩柱固定支撑；
    道岔梁，所述道岔梁具有相对的第一端和第二端，所述道岔梁的第一端设置在第一过渡墩柱上，所述道岔梁的第一端通过中心销可转动地连接在所述第一过渡墩柱上，所述中心销沿竖向设置，所述道岔梁的第二端设置在所述第二过渡墩柱上，所述道岔梁的第二端可在所述第二过渡墩柱上行走；
    支线轨道梁，所述支线轨道梁至少设置有两个，所述支线轨道梁通过多个间隔设置的支线墩柱固定支撑，每个所述支线轨道梁均具有相对的第一端和第二端，所述道岔梁设置在所述基础轨道梁以及支线轨道梁之间，所述道岔梁的第一端与所述基础轨道梁面向所述道岔梁的一端对接，所述道岔梁的第二端可操作地选择与某个所述支线轨道梁的第一端对接，所述支线轨道梁的第二端向远离所述道岔梁的方向延伸。
  2. 根据权利要求1所述的轨道交通道岔系统，其中，所述第一过渡墩柱上设置有两个补偿组件，两个所述补偿组件相对设置在所述道岔梁的两侧，每个所述补偿组件均包括至少一个补偿装置，所述补偿装置具有输出部，所述补偿装置的输出部可操作地插入到所述道岔梁的第一端与所述基础轨道梁面向所述道岔梁的一端之间的缺口处。
  3. 根据权利要求2所述的轨道交通道岔系统，其中，所述补偿装置包括补偿梁，所述补偿梁为所述补偿装置的输出部，所述补偿梁可操作地沿垂直于所述基础轨道梁的方向移动。
  4. 根据权利要求3所述的轨道交通道岔系统，其中，所述第一过渡墩柱包括两个相对的支撑柱，所述支撑柱的内侧设置有和所述补偿装置对应的支撑座；
    所述补偿装置包括固定座以及驱动单元，所述固定座固定设置在对应的支撑座上，所述驱动单元的固定端固定设置在所述固定座上；
    所述驱动单元的输出端可沿水平向做伸缩往返移动，所述驱动单元的输出端和所述补偿梁固定连接。
  5. 根据权利要求4所述的轨道交通道岔系统，其中，所述支撑座上设置有导轨；
    所述补偿梁的底部设置有滚轮，所述滚轮滚动设置在所述导轨上。
  6. 根据权利要求5所述的轨道交通道岔系统，其中，所述支撑柱的内侧设置有和所述补偿装置对应的导向板，所述导向板的底部设置有滑槽；
    所述补偿梁的顶部滑动设置在对应的所述导向板的滑槽中。
  7. 根据权利要求3所述的轨道交通道岔系统，其中，所述系统还包括锁定装置，每个所述补偿装置均对应配置有一个所述锁定装置，所述锁定装置包括：
    定位座，所述定位座固定设置在对应的所述补偿梁上，所述定位座上设置有锁定孔；
    伸缩机构，所述伸缩机构固定设置在所述第一过渡墩柱上；
    定位销，所述定位销具有相对的第一端以及第二端，所述定位销的第一端固定连接在所述伸缩机构的输出端上，所述定位销的第二端可操作地插入到所述定位座上的锁定孔中。
  8. 根据权利要求1-7任一项所述的轨道交通道岔系统，其中，所述道岔梁的第二端通过行走机构在所述第二过渡墩柱上行走，所述行走机构包括：
    走行轨道，所述走行轨道为弧形，所述弧形的圆心位于所述中心销的中心线上；
    走行单元，所述道岔梁的第二端连接在所述走行单元上，所述走行单元可操作地在所述走行轨道上行走。
  9. 根据权利要求8所述的轨道交通道岔系统，其中，所述走行单元包括相对设置的第一侧架和第二侧架，所述第一侧架和所述第二侧架的两端之间通过连接梁连接，所述第一侧架和所述第二侧架的底部均设置有安装槽，所述道岔梁的第二端依次固定连接在所述第一侧架和所述第二侧架的底部的安装槽中。
  10. 根据权利要求9所述的轨道交通道岔系统，其中，所述走行单元还包括：
    多个轮轴，所述第一侧架和所述第二侧架的顶部之间通过多个间隔设置 的所述轮轴连接，多个所述轮轴的一个所述轮轴上设置有主动轮，所述主动轮可滚动地设置在所述走行轨道上；
    驱动电机，所述驱动电机固定设置在所述第二侧架的外侧，所述驱动电机的输出轴和多个所述轮轴的一个所述轮轴固定连接。
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