Rail system and rail transportation system

Abstract

The present invention relates to a track system and a rail transit system, wherein the track system comprises a plurality of tracks and a turnout arranged at a fork and used to guide a vehicle to go straight or change tracks, wherein the track comprises two support parts respectively used for running wheels on both sides of the vehicle, and two lower guide parts respectively arranged on the two support parts, wherein a gap is provided between the two support parts, and a cavity is formed between the two lower guide parts for accommodating a stabilizing wheel and for running the stabilizing wheel, and the lower guide part is used to stabilize the vehicle. The track system has a simple structure, low cost, and convenient installation, and can realize double-track operation. By arranging a pair of lower guide parts to cooperate with the stabilizing wheels on the vehicle, the vehicle can be stabilized and the force on the vehicle can be balanced, thereby effectively preventing the vehicle from tilting, derailing, shaking greatly, colliding, or even resonating, and other problems, which is conducive to the safe and stable operation of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transportation, and in particular to a suspended rail system and a rail transportation system for a personal rapid transportation system. Background Art

[0002] Track is one of the basic components of the rail transit system. It is mainly used to provide a route for vehicles (such as trains, EMUs, subways, cars in personal rapid transportation systems, etc.). Vehicles are equipped with running wheels to cooperate with the track and run along the track.

[0003] In the rail transit system, the operation of vehicles along the track is usually divided into double-track operation and single-track operation. Double-track operation means that the vehicle moves forward under the guidance of two parallel tracks at the same time. Rail transit tools such as trains, EMUs, and subways usually use double-track operation; single-track operation means that the vehicle only runs along one track. Compared with double-track operation, it can greatly reduce the cost of the track, but the safety and stability of the vehicle operation are not as good as double-track operation. It is more commonly used in personal rapid transportation systems.

[0004] In the prior art, the tracks used to realize double-track operation in personal rapid transportation systems usually have some common disadvantages: 1. The existing tracks are not structurally reasonable. During the actual operation of the vehicle along the track, the guidance is not accurate. The vehicle is easy to shake left and right in the track and easily collide with the side wall of the track intermittently or continuously, which not only causes the vehicle vibration to intensify, the noise is loud, and affects the vehicle speed, but also causes the vehicle to resonate in the track, affecting driving safety; for example, in a train active guided suspension single track switch system disclosed in Chinese patent CN 108313068 A, the track adopts a rectangular cavity with an open lower end, as shown in the attached figure. Fig.10 As shown, stabilizing wheels for guiding are respectively arranged on both sides of the vehicle, and the stabilizing wheels cooperate with the side walls of the track to provide guidance for the vehicle. However, there is usually a gap between the stabilizing wheels and the side walls of the track (as shown in the attached figure of the patent). Figure 4As shown in the figure, during the operation of the vehicle, the vehicle will shake left and right in the track, causing the stabilizing wheels to constantly collide with the side walls on both sides of the track, especially in places with continuous curves; in addition, a micro-track switch structure disclosed in Chinese patent CN207498750 U, a switch switching system for a suspended track vehicle disclosed in Chinese patent CN 203996231 U, and a switch switching system for realizing a trolley on a suspended track disclosed in Chinese patent CN 203558061 U all have similar structures and also have the above problems. 2. In order to adapt to the existing track and provide guidance for the operation of the vehicle, more stabilizing wheels (at least four) are usually required on the existing vehicle, making the structure of the entire vehicle complex and large in size, resulting in a larger track size, which greatly increases the cost of the entire system. 3. In the existing personal rapid transportation system, the stabilizing wheels arranged on the side of the vehicle have an interaction force with the side wall of the track, so the requirements for the strength and stiffness of the side wall of the track are high, and the side wall of the track is usually large in area, resulting in a significant increase in the cost of the entire track. 4. In the existing tracks, the track structure at the fork is different from that at the non-fork, and there is even a large difference. Not only is the structure complicated, but also the installation is troublesome. For example, in a switch switching system for a trolley on a suspended track disclosed in Chinese patent CN 203558061 U, the track structures are different in the non-fork area, the area near the fork, and the area within the fork, resulting in a complex fork structure, high cost, and troublesome installation, and the problem of smooth docking needs to be considered. Summary of the invention

[0005] The purpose of the present invention is to improve the deficiencies in the prior art and to provide a track that is simple in structure, low in cost, easy to install and can be used for double-track operation. The track can cooperate with the stabilizing wheels on the vehicle to ensure the safe, stable and fast operation of the vehicle, thereby effectively avoiding the problem of the vehicle shaking in the track, colliding with the track, or even resonating.

[0006] The technical solution adopted by the present invention is: a track system, including a plurality of tracks and a switch arranged at a fork and used to guide a vehicle to go straight or change tracks, the track includes two support parts respectively used for running wheels on both sides of the vehicle, and two lower guide parts respectively arranged on the two support parts, there is a gap between the two support parts, and a cavity for accommodating a stabilizing wheel and running the stabilizing wheel is formed between the two lower guide parts, and the lower guide part is used to stabilize the vehicle. In the present solution, the two supporting parts are respectively used to support the running wheels on both sides of the vehicle, so that the vehicle can run along the double-track track, which is beneficial to more balanced force on the vehicle and can effectively prevent the vehicle from tilting (generating bending moment) during operation, thereby facilitating safe and smooth operation of the vehicle; the gap between the two supporting parts is used to pass through the suspension connecting the car, and it is also convenient for the bottom of the vehicle to be connected to the stabilizing wheel arranged under the vehicle, so that the stabilizing wheel and the vehicle are connected as one; during the operation of the vehicle along the track, the stabilizing wheel is located in the cavity, contacts with the lower guide part on one side, and rolls forward along the lower guide part. In this process, the lower guide part is sandwiched between the stabilizing wheel and the protective wheel arranged on the vehicle and located on the outside of the lower guide part, so that the lower guide part is used to restrain the stabilizing wheel and the vehicle, which can effectively prevent the vehicle from swaying left and right in the track, and thus can effectively solve the problems of vehicle collision with the side wall of the track and resonance. In addition, when the vehicle is in When passing through a fork or when the vehicle is subjected to a strong crosswind, the cooperation between the stabilizing wheel and the corresponding side lower guide portion can effectively balance the force on the vehicle, prevent the vehicle from tilting, and achieve the purpose of stabilizing the vehicle, which is conducive to the smooth operation of the vehicle. That is, in this solution, the purpose of stabilizing the vehicle is achieved by setting a pair of lower guide portions on the track, which is conducive to a simpler structure of the track, lower cost, and more convenient installation, and is particularly suitable for suspended rail transit systems; in addition, in this track system, the fork is usually composed of two intersecting tracks. Although the track has a simple structure and complete functions, additional switches are usually required at the fork to guide the vehicle to continue to go straight along the original track or change tracks to another track; that is, in this solution, on the basis of the track, only a switch needs to be set at the fork to make the entire track system operate normally, which is not only convenient to install and can effectively save costs, but also conducive to a simpler structure of the entire track system.

[0007] Preferably, the two lower guides are conductors and serve as return tracks, or the two lower guides are respectively provided with return tracks for return, and the return tracks are respectively provided on the upper part of the lower guides, so as to be more convenient to match with the return slider provided on the vehicle, so as to form a stable power supply circuit.

[0008] In a preferred solution, the lower guide part is a plate-shaped structure, and the two lower guide parts are parallel to each other. In this solution, the lower guide part with a plate-shaped structure has a simple structure on the one hand, which is conducive to reducing the cost of the track, and on the other hand, it can better cooperate with the stabilizing wheel set on the vehicle, so that the stabilizing wheel can rotate or roll along the inner side of the lower guide part, which can achieve a more stable guidance, which is conducive to reducing noise, and can increase the contact area, so as to better balance the external force and achieve the purpose of stabilizing the vehicle.

[0009] Preferably, the spacing between the two lower guides is greater than or equal to the width of the gap. That is, in this solution, the lower guide can be arranged at the edge of the support portion, or at any position in the middle of the support portion, as long as it can accommodate the corresponding stabilizing wheel.

[0010] Preferably, the support part comprises a walking panel for the running wheels of the vehicle to run, and the lower guide parts are respectively fixed to the walking panel. The upper surface of the walking panel is used to contact the running wheels of the vehicle, and it is sufficient to ensure that the upper surface of the walking panel is flat.

[0011] Furthermore, it also includes an outer cover, which is connected to the two supporting parts and together with the two supporting parts forms a cavity for accommodating the vehicle, and the turnout is arranged in the cavity. In this solution, the arrangement of the outer cover can not only facilitate the suspension installation of the track to form a suspended track, but also make the track structure more stable and have a stronger bearing capacity. In addition, it is also beneficial to protect the vehicles running inside from the interference of lateral wind, which is beneficial to increase the running speed of the vehicle; in this solution, when the vehicle runs inside the track, there is a certain distance between the vehicle and the side wall of the outer cover. Since there is no need to achieve guidance through cooperation with the side wall of the outer cover, the problem of collision between the vehicle and the side wall of the outer cover usually does not occur.

[0012] Preferably, the cavity is a rectangular, trapezoidal or arched structure.

[0013] Preferably, the turnout can be fixed to the top of the outer cover by welding or bolting, which is convenient for installation and helps to simplify the structure of the entire track system and reduce costs.

[0014] Preferably, the turnout includes two turnout baffles, the two turnout baffles are respectively a first turnout baffle and a second turnout baffle, the first turnout baffle is used to guide and / or constrain the vehicle to go straight, and the second turnout baffle is used to guide and / or constrain the vehicle to change tracks. In this solution, two turnout baffles are respectively provided to respectively guide and / or constrain the vehicle to continue to go straight along the original track or change to another track to run.

[0015] Furthermore, the first switch baffle and the second switch baffle both include a transition section and a guide section and a protection section respectively arranged at both ends of the transition section. The guide section and the protection section are respectively used to guide the track-changing wheels of the track-changing mechanism to gradually enter or exit the transition section.

[0016] In a preferred solution, the guide section of the first switch baffle is connected to or separated from the guide section of the second switch baffle.

[0017] In another solution, the first switch blocking piece and the second switch blocking piece share a guide section.

[0018] Preferably, the guiding section and / or the protecting section is / are of an arc-shaped structure so as to achieve a smooth transition.

[0019] Preferably, the two supporting parts in the track are respectively a left supporting part and a right supporting part, and the two tracks constituting the fork are respectively a first track and a second track, wherein the right supporting part of the first track is provided with a break, and the right supporting part of the second track is connected to the right supporting part of the first track at the break; the first turnout baffle is arranged in the first track, and the two ends of the first turnout baffle are respectively located before and after the break, one end of the second turnout baffle is arranged in the first track and located before the break, and the other end is arranged in the second track and located after the break. In this scheme, the first track and the second track can form a fork of a Y-shaped structure or an R-shaped structure, and in this fork, the left supporting part of the second track can be connected to the right supporting part of the first track at the break, and can be not connected to the right supporting part of the first track at the break; by arranging two turnout baffles at the fork, the vehicle can be guided and / or constrained to pass through the break in the fork, and smoothly change from the double-track operation state to the single-track operation state, and transition from the single-track operation state to the double-track operation state.

[0020] Furthermore, the protection section of the first switch baffle is fixed above the right support portion of the first track, and the guide section of the first switch baffle is fixed in the first track; the protection section of the second switch baffle is fixed above the left support portion of the second track, and the guide section of the second switch baffle is fixed in the first track. This is convenient for vehicles to be diverted along the fork, and also convenient for vehicles to be diverted along the fork.

[0021] A rail transit system comprises a vehicle and the aforementioned rail system, wherein the vehicle is provided with running wheels on both sides, and the vehicle is provided with stabilizing wheels and protection wheels respectively provided on both sides of the stabilizing wheels below the vehicle, and when the vehicle is running along the rail, one of the lower guide parts is sandwiched between the stabilizing wheels and the protection wheels on one side, and the protection wheels are used to stabilize the vehicle and / or assist the vehicle in steering and / or prevent the vehicle from derailing. In this solution, a stabilizing wheel is provided under the vehicle. When the vehicle is running along the track, the stabilizing wheel contacts the inner side of the lower guide portion on one side and walks (rolls) along the inner side of the lower guide portion, while the protection wheel on this side is located just on the outer side of the lower guide portion, so that the lower guide portion is sandwiched between the stabilizing wheel and the protection wheel; outside the fork, when the vehicle is running along the track, the protection wheel and the stabilizing wheel cooperate with each other to stabilize the vehicle and balance the force on the vehicle, thereby effectively preventing the vehicle from derailing. At the position where the vehicle turns (such as at the fork), the protection wheel and the stabilizing wheel cooperate with each other and hold the lower guide portion on one side, so that the vehicle can run along the lower guide rail, thereby assisting the vehicle in turning.

[0022] In one solution, it further includes a driving motor and a lower swing arm, the protection wheels are respectively arranged at both ends of the lower swing arm, and the transmission mechanism is used to drive the lower swing arm to swing, so that the protection wheel on one side moves to the outside of the lower guide part on the corresponding side, and the protection wheel on the other side moves synchronously to the bottom of the lower guide part on the corresponding side. In this solution, the lower swing arm is driven by the driving motor to move, so that the lower swing arm can accurately move to a predetermined position, so that the protection wheel can cooperate with the stabilizing wheel and clamp the lower guide part on one side in the middle, thereby achieving the purpose of stabilizing the vehicle, assisting the vehicle in steering, and preventing the vehicle from derailing.

[0023] Furthermore, a transmission mechanism is included, one end of which is connected to the output shaft of the drive motor, and the other end is connected to the lower swing arm, and the drive motor is used to drive the lower swing arm to swing through the transmission mechanism. In this solution, the arrangement of the transmission mechanism is conducive to improving the stress condition of the output shaft of the drive motor, and also facilitates the flexible arrangement of the drive motor.

[0024] Preferably, the transmission mechanism may be a combination of one or more of a gear transmission mechanism, a belt transmission mechanism, a chain transmission mechanism, a worm gear transmission mechanism or a crank rocker transmission mechanism.

[0025] Another solution also includes a track-changing mechanism and a lower swing arm, wherein the track-changing mechanism is connected to the lower swing arm, and the protection wheels are respectively fixed to the two ends of the lower swing arm. The track-changing mechanism is used to drive the lower swing arm to swing synchronously, so that the protection wheel on one side moves to the outside of the lower guide portion on the corresponding side, and the track-changing wheel on this side moves synchronously to the position for guiding, and the protection wheel on the other side moves synchronously to the bottom of the lower guide portion on the corresponding side. In this solution, by combining the track-changing mechanism with the lower swing arm, the lower swing arm and the track-changing mechanism are synchronized and linked, which not only meets the position requirement of the lower swing arm swinging left and right, but also helps to simplify the structure of the vehicle, making the structure of the entire vehicle more compact, which helps to reduce costs.

[0026] Preferably, the lower swing arm preferably adopts a herringbone structure, so as to provide protection wheels on both sides.

[0027] Compared with the prior art, the rail system and rail transit system provided by the present invention have the following beneficial effects:

[0028] 1. This track system has a simple structure, low cost, easy installation, and can realize double-track operation. The track can cooperate with the stabilizing wheels on the vehicle to ensure the safe, stable and fast operation of the vehicle, thereby effectively avoiding the problem of vehicle shaking in the track, collision with the track, and even resonance. It is especially suitable for suspended rail transit systems.

[0029] 3. This track system can easily set up or install the return track.

[0030] 4. This track system is composed of tracks and turnouts installed at the forks. The entire system can not only realize the double-track operation of the locomotive and accurately and quickly change tracks, but also has a simple overall structure, easy installation, and convenient later maintenance, which can effectively save costs and is conducive to the simplification of the structure of the entire track system.

[0031] 5. In the present track system, the turnout has a simple structure and is easy to install. When a vehicle passes through a fork, when the track-changing mechanism provided on the vehicle is in normal working condition, the turnout baffle can cooperate with the track-changing wheel in the track-changing mechanism, so that the track-changing wheel can move along the corresponding turnout baffle, thereby smoothly guiding the vehicle to go straight or change tracks; when the track-changing mechanism fails to change tracks or the track-changing mechanism fails, the fixed turnout baffle can play a role in correcting deviation and / or preventing derailment, that is, during the movement of the vehicle, the track-changing wheel in the track-changing mechanism will be squeezed by the turnout baffle, so that the vehicle deviates to the track where it needs to travel until the position where the track-changing action ends, so that the vehicle will not deviate or even derail.

[0032] 6. This rail transit system, through the mutual cooperation of the stabilizing wheel, the track and the protection wheel, enables the stabilizing wheel and the protection wheel on the vehicle to clamp the lower guide part on one side at any time, and play the purpose of stabilizing the vehicle, assisting the vehicle in steering and preventing the vehicle from derailing, which is conducive to the smooth and high-speed operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 This is a schematic cross-sectional view of a track provided in Example 1 of the present invention.

[0035] Figure 2 This is a schematic cross-sectional view of a track provided in Example 1 of the present invention.

[0036] Figure 3 This is a schematic cross-sectional view of a track provided in Example 1 of the present invention.

[0037] Figure 4 This is a schematic cross-sectional view of a track provided in Example 1 of the present invention.

[0038] Figure 5 This is a schematic structural diagram of a turnout in a track system provided in Example 2 of the present invention.

[0039] Figure 6 This is a top view of a fork in a track system provided in Example 2 of the present invention (with the outer cover removed).

[0040] Figure 7 This is a schematic structural diagram of another turnout in a track system provided in Example 2 of the present invention.

[0041] Figure 8 This is a top view of a fork in a track system provided in Example 2 of the present invention (with the outer cover removed).

[0042] Fig. 9 This is a schematic cross-sectional view of a fork in a track system provided in Example 2 of the present invention.

[0043] Fig.10 It is a schematic cross-sectional view of a track system disclosed in the prior art.

[0044] Fig.11This is a schematic cross-sectional view of a vehicle in the prior art running along the track provided in Example 1 (protection wheels are not shown in the figure).

[0045] Fig.12 A schematic diagram showing that the stabilizing wheel is in contact with the lower guide portion on the left side, and the protection wheel on the left side moves to the outside of the lower guide portion, and the lower guide portion is clamped by the cooperation of the stabilizing wheel and the protection wheel (the vehicle runs along the lower guide portion on the left side).

[0046] Fig.13 A schematic diagram showing that the stabilizing wheel is in contact with the lower guide portion on the right side, and the protection wheel on the right side moves to the outside of the lower guide portion, and the lower guide portion is clamped by the cooperation of the stabilizing wheel and the protection wheel (the vehicle runs along the lower guide portion on the right side).

[0047] Fig.14 The stabilizing wheel is in contact with the lower guide part on the left side, and the protection wheel on the left side moves to the outside of the lower guide part under the linkage of the track changing mechanism, and the lower guide part is clamped by the cooperation of the stabilizing wheel and the protection wheel (at this time, the track changing wheel on the left side is in the guiding position, and the vehicle runs along the lower guide part on the left side).

[0048] Fig.15 It is a schematic diagram showing that the stabilizing wheel is in contact with the lower guide part on the right side, and the protection wheel on the right side moves to the outside of the lower guide part under the linkage of the track changing mechanism, and the lower guide part is clamped by the cooperation of the stabilizing wheel and the protection wheel (at this time, the track changing wheel on the right side is in the guiding position, and the vehicle runs along the lower guide part on the right side).

[0049] Markings in the figure are as follows: walking panel 102, lower guide part 103, gap 104, outer cover 105, cavity 106, return track 107, cavity 108, fork 200, first track 201, second track 202, left support part 203, right support part 204, first turnout baffle 301, second turnout baffle 302, guide section 303, transition section 304, protection section 305, vehicle 400, stabilizing wheel 401, walking wheel 402, track changing mechanism 403, track changing wheel 404, lower swing arm 405, protection wheel 406, and output shaft 407 of driving motor. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents the selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present invention. Example

[0051] See also Figure 1 In this embodiment, a track system is provided, including a plurality of tracks, wherein the track includes two support parts for respectively allowing the running wheels on both sides of the vehicle to run, and two lower guide parts 103 respectively arranged on the two support parts, a gap 104 is provided between the two support parts, and a cavity 108 for accommodating a stabilizing wheel and allowing the stabilizing wheel to run is formed between the two lower guide parts 103, and the lower guide part 103 is used to stabilize the vehicle.

[0052] First, in this embodiment, the two support parts are respectively used to support the running wheels on both sides of the vehicle, so that the vehicle can run along the double-track track, which is conducive to more balanced force on the vehicle and can effectively prevent the vehicle from tilting (generating bending moment) during operation, thereby facilitating safe and smooth operation of the vehicle.

[0053] Second, the gap 104 between the two supporting parts is used to pass through the suspension connecting the car, and it is also convenient for the bottom of the vehicle to be connected to the stabilizing wheel arranged under the vehicle, so that the stabilizing wheel and the vehicle are connected as one; when the vehicle runs along the track, the stabilizing wheel is located in the cavity 108, and contacts with the lower guide part 103 on one side (usually, it only contacts with the lower guide part 103 on one side at the same time), and rolls forward along the lower guide part 103. In this process, the lower guide part can be sandwiched between the stabilizing wheel and the protective wheel arranged on the vehicle and located on the outside of the lower guide part, so that the lower guide part is used to restrain the stabilizing wheel and the vehicle, which can effectively prevent the vehicle from swaying left and right in the track, and thus effectively solve the problems of vehicle collision with the side wall of the track and resonance.

[0054] Third, when the vehicle passes through the fork 200 or is subjected to a strong crosswind, the cooperation between the stabilizing wheel and the corresponding side lower guide portion 103 can effectively balance the force on the vehicle, prevent the vehicle from tilting (generating bending moment), and achieve the purpose of stabilizing the vehicle, which is beneficial to the smooth operation of the vehicle. That is, in this embodiment, by providing a pair of lower guide portions 103 on the track and achieving the purpose of stabilizing the vehicle, the structure of the track is simplified, the cost is lower, and the installation is more convenient, which is particularly suitable for suspended rail transit systems.

[0055] Fourth, in this track system, the fork is usually composed of two intersecting tracks. Although the track structure is simple and the function is complete, additional switches are usually required at the fork to guide the vehicle to continue to go straight along the original track or change tracks to another track. That is, in this solution, based on the track, only switches need to be set at the fork to make the entire track system operate normally. Not only is the entire system easy to install and can effectively save costs, but it is also conducive to the simplification of the structure of the entire track system.

[0056] It can be understood that the track provided in this embodiment needs to be compatible with a vehicle having a stabilizing wheel 401 disposed at the bottom. For example, the stabilizing wheel 401 is disposed at the middle position of the bottom of the vehicle. Fig.11 As shown, the running wheels 402 are respectively arranged on both sides of the vehicle 400, and are respectively in contact with the corresponding supporting parts, so as to walk along the supporting parts, and the stabilizing wheels 401 are just located in the described cavity 108, and walk along the lower guide part 103; the lower guide part 103 is utilized to cooperate with the stabilizing wheels, and the number of the required stabilizing wheels is less, and only two stabilizing wheels are usually required, thereby the volume of the vehicle can be greatly reduced, and the cost is reduced; in addition, the arrangement of the lower guide part 103 is more convenient to arrange the anti-derail mechanism, so that the protection wheel on the anti-derail mechanism and the stabilizing wheels 401 are respectively located on both sides of the lower guide part 103, and the lower guide part 103 is clamped, thereby enhancing the stabilizing effect on the vehicle body. In addition, the arrangement of the lower guide portion 103 also facilitates the arrangement of the return track 107 (conductor) of the vehicle. It can be understood that in one embodiment, the two lower guide portions 103 can be conductors, have a conductive function, and can be used as the return track 107 of the vehicle. In another embodiment, the two lower guide portions 103 are respectively provided with a return track 107 for return flow, and the return track 107 is respectively arranged on the upper part of the lower guide portion 103. Figure 2 As shown, they are arranged along the length direction of the lower guide part 103, and the stabilizing wheel contacts the lower guide part 103 below the return track 107. When the vehicle runs along the left side, the return slider on the vehicle contacts the return track 107 on the left side to form a closed power supply circuit. When the vehicle runs along the left side, the return slider on the vehicle contacts the return track 107 on the right side to form a closed power supply circuit.

[0057] In a preferred solution, the lower guide portion 103 is a plate-shaped structure, and the two lower guide portions 103 are parallel to each other. Figure 1 As shown, in this embodiment, the lower guide portion 103 adopts a plate-like structure. On the one hand, the structure is simple, which is beneficial to reducing the cost of the track. On the other hand, it can better cooperate with the stabilizing wheel set on the vehicle, so that the stabilizing wheel can rotate or roll along the inner side of the lower guide portion 103, which is beneficial to reducing noise and increasing the contact area, so as to better balance the external force and achieve the purpose of stabilizing the vehicle.

[0058] It can be understood that the size of the cavity 108 should be adapted to the stabilizing wheel, that is, the spacing between the two lower guides 103 should be adapted to the size of the stabilizing wheel on the vehicle, and in a preferred embodiment, the spacing between the two lower guides is greater than or equal to the width of the gap 104. That is, in this embodiment, the lower guide can be arranged at the edge of the support portion, such as Figure 1 As shown, it can also be set at any position in the middle of the support part, such as Figure 3 and Figure 4 As shown, it is sufficient to accommodate the corresponding stabilizing wheel. When the spacing between the two lower guide portions is greater than the width of the gap 104, the larger the space of the cavity, the more favorable it is for increasing the volume of the stabilizing wheel, thus achieving a better stabilizing effect and facilitating increasing the running speed of the vehicle.

[0059] In this embodiment, the support portion includes a walking panel 102 for the walking wheels to walk, and the lower guide portions 103 are respectively fixed to the walking panel 102. Figure 1 shown.

[0060] In a further solution, the track further includes an outer cover 105, which is connected to the two support parts respectively, and together with the two support parts, forms a cavity 106 for accommodating the vehicle. In this solution, the provision of the outer cover 105 can not only facilitate the suspension installation of the track to form a suspended track, but also make the track structure more stable and have a stronger bearing capacity. In addition, it is also beneficial to protect the vehicle running inside, so that the vehicle is not disturbed by the side wind, which is beneficial to increase the running speed of the vehicle; in this solution, when the vehicle runs inside the track, there is a certain distance between the vehicle and the side wall of the outer cover 105. Since there is no need to achieve guidance through cooperation with the side wall of the outer cover 105, the problem of collision between the vehicle and the side wall of the outer cover 105 usually does not occur.

[0061] It can be understood that the cavity 106 can have a variety of shapes. In a preferred solution provided in this embodiment, the cavity 106 can preferably adopt a rectangular, trapezoidal or arched structure. For example, Figure 1As shown, in this embodiment, the cavity 106 is a rectangular structure.

[0062] Compared with some double-track tracks commonly used in the prior art, the track provided in this embodiment completely eliminates the track changing components arranged above the track and specifically used to guide the vehicle to change track outside the track fork 200, thereby making the structure of this track simpler, lower in cost, and more conducive to actual promotion and use. Example 1

[0063] This embodiment 2 provides a track system, including the track described in embodiment 1, and a switch arranged at a fork and used to guide the vehicle to go straight or change tracks.

[0064] Since the track can connect different destinations, the several tracks must intersect with each other so that the destinations can be connected to each other, and a fork 200 will inevitably be formed at the intersection of the two tracks; according to the cross-sectional shape of the track, in this embodiment, a switch for guiding the vehicle to go straight or change tracks needs to be set at the fork 200. Although the track described in Example 1 has a simple structure and complete functions, an additional switch is usually required at the fork 200 to guide the vehicle to continue to go straight along the original track, or change tracks to another track; that is, in this solution, based on the track, only a switch needs to be set at the fork 200 to make the entire track system operate normally, which is not only convenient to install and can effectively save costs, but also helps to simplify the structure of the entire track system.

[0065] It can be understood that in this embodiment, the straight movement specifically refers to the vehicle continuing to run along the original track, which will not be elaborated in the following text.

[0066] In a preferred solution, the turnout can be fixed to the track. In this solution, the turnout can be directly fixed to the track, for example, the turnout can be fixed to the top of the outer cover by welding or bolting, which is convenient for installation, helps to simplify the structure of the entire track system, reduce costs, and make it easier for the turnout to cooperate with the track-changing mechanism (i.e., track-changing wheel) arranged above the vehicle.

[0067] like Figure 5 and Figure 6As shown, in a preferred embodiment, the turnout includes two turnout baffles. For ease of description and distinction, the two turnout baffles are respectively a first turnout baffle 301 and a second turnout baffle 302, wherein the first turnout baffle 301 is used to guide and / or restrict the vehicle to go straight, and the second turnout baffle 302 is used to guide and / or restrict the vehicle to change track. In this embodiment, the turnout has a simple structure and is easy to install. When the vehicle passes through the fork 200, when the track changing mechanism provided on the vehicle is in normal working condition, the turnout baffle can cooperate with the track changing wheel in the track changing mechanism, so that the track changing wheel can move along the corresponding turnout baffle, thereby smoothly guiding the vehicle to go straight or change tracks; when the track changing mechanism fails to change tracks or the track changing mechanism fails, the fixed turnout baffle can play a role in correcting deviation and / or preventing derailment, that is, during the movement of the vehicle, the track changing wheel in the track changing mechanism will be squeezed by the turnout baffle, causing the vehicle to deviate to the track where it needs to travel until the position where the track changing action ends, thereby preventing the vehicle from running off the track or even derailing.

[0068] In order to make the track change process smoother, in a preferred solution, the first switch baffle 301 and the second switch baffle 302 respectively include a transition section 304 and a guide section 303 and a protection section 305 respectively arranged at both ends of the transition section 304, wherein the guide section 303 and the protection section 305 are respectively used to guide the track change wheel (or vehicle) of the track change mechanism to gradually enter or exit the transition section 304. Figure 5 or Figure 6 shown.

[0069] like Figure 6 As shown, in one solution, the protection section 305 of the first switch baffle 301 is fixed above the right support portion 204 in the first track 201, and the guide section 303 of the first switch baffle 301 is fixed in the first track 201; the protection section 305 of the second switch baffle 302 is fixed above the left support portion 203 in the second track 202, and the guide section 303 of the second switch baffle 302 is fixed in the first track 201. In this solution, as Figure 5 or Figure 6 As shown, the protection section 305 of the first switch baffle 301 can be an arc-shaped structure, so that the protection section 305 can be tangent to the transition section 304 and the first track 201 respectively, so as to achieve a smooth transition, which is conducive to a smoother track change process; similarly, Figure 5 or Figure 6 As shown, the protection section 305 of the second switch baffle 302 may also be an arc-shaped structure, so that the protection section 305 can be tangent to the transition section 304 and the second track 202 respectively, so as to achieve a smooth transition, which is conducive to a smoother track change process.

[0070] It can be understood that the guide section 303 of the first switch baffle 301 and the guide section 303 of the second switch baffle 302 can be connected or separated from each other, and the lengths of the guide section 303 of the first switch baffle 301 and the guide section 303 of the second switch baffle 302 can also be different, which can be determined according to actual needs; as an implementation method, Figure 5 or Figure 6 As shown, the first switch baffle 301 and the second switch baffle 302 can share a guide section 303, that is, the transition sections 304 of the first switch baffle 301 and the second switch baffle 302 are respectively connected to the guide section 303. It can be understood that the two side surfaces of the guide section 303 can be inclined or arc-shaped, so as to form a sharp angle at the end of the guide section 303, which is conducive to more stable contact with the track-changing wheel of the track-changing mechanism. Figure 5 or Figure 6 As shown, with a turnout of this structure, when a vehicle passes through the turnout, the transition section 304 is used to gradually squeeze the track-changing wheels of the vehicle, causing the vehicle to continuously deviate toward the track on which it needs to travel, thereby guiding the vehicle to enter the corresponding track. At this time, the guide section 303 and the protection section 305 are used to guide the track-changing wheels to smoothly enter and exit the transition section 304.

[0071] As another embodiment, the guide section 303 of the first switch baffle 301 is connected to the guide section 303 of the second switch baffle 302, and the two guide sections 303 are uniformly arc-shaped structures so as to be tangent to the corresponding transition sections 304 respectively to achieve a smooth transition. Figure 7 or Figure 8 As shown, with a turnout of this structure, when a vehicle passes through the turnout, the guide section 303 is used to gradually squeeze the vehicle's track-changing wheels, causing the vehicle to continuously deviate toward the track on which it needs to travel, and ultimately complete the track change. At this time, the transition section 304 is only used to assist the vehicle in passing through the turnout.

[0072] As an example, for ease of description, the two support parts in the track are respectively a left support part 203 and a right support part 204, and the two tracks constituting the fork 200 are respectively a first track 201 and a second track 202, wherein the right support part 204 of the first track 201 is provided with a break, and the right support part 204 of the second track 202 is connected to the right support part 204 of the first track 201 at the break; the first track 201 and the second track 202 can constitute a fork 200 of a Y-shaped structure or an R-shaped structure, and in this fork 200, the left support part 203 of the second track 202 can be connected to the right support part 204 of the first track 201 at the break, and can be not connected to the right support part 204 of the first track 201 at the break.

[0073] like Figure 6As shown, as an example, the first switch baffle 301 is arranged in the first track 201, and the two ends of the first switch baffle 301 are respectively located before and after the break, for guiding the vehicle to run along the first track 201; one end of the second switch baffle 302 is arranged in the first track 201 and is located before the break, and the other end is arranged in the second track 202 and is located after the break, for guiding the vehicle to run along the second track 202; by arranging two switch baffles at the fork 200, the vehicle can be guided and / or restrained to pass through the break in the fork 200, and smoothly change from the double-track operation state to the single-track operation state, and transition from the single-track operation state to the double-track operation state.

[0074] The process of the vehicle running along the track system is as follows: initially, the vehicle runs along the first track 201. If the vehicle needs to continue running along the first track 201 at the fork 200, when approaching the fork 200, the track changing mechanism on the vehicle moves in advance and stays at a position for guiding the vehicle to run along the first track 201. When the vehicle enters the fork 200, the track changing wheels on the track changing mechanism will move along the first switch baffle 301, thereby gradually guiding the vehicle to deviate to the left, and smoothly pass through the fork 200 to continue running along the first track 201; similarly, if the vehicle needs to run along the second track 202 at the fork 200, when approaching the fork 200, the track changing mechanism on the vehicle moves in advance and stays at a position for guiding the vehicle to run along the second track 202. When the vehicle enters the fork 200, the track changing wheels on the track changing mechanism will move along the second switch baffle 302, thereby gradually guiding the vehicle to deviate to the right, and smoothly pass through the fork 200 to continue running along the second track 202. Example 2

[0075] This embodiment 3 provides a rail transit system, including a vehicle and the rail system described in embodiment 2, wherein running wheels are respectively provided on both sides of the vehicle, and stabilizing wheels and protective wheels respectively provided on both sides of the stabilizing wheels are provided at the bottom of the vehicle. When the vehicle is running along the track, one of the lower guide parts is clamped by the stabilizing wheel and the protective wheels on one side, so that the entire vehicle can stably move forward in a state of clamping a lower guide part. In this process, the protective wheels are used to stabilize the vehicle and / or assist the vehicle in steering and / or prevent the vehicle from derailing. That is, in this embodiment, stabilizing wheels and protective wheels are provided at the bottom of the vehicle, and the stabilizing wheels can be stably fixed to the vehicle by supporting members such as shafts, for example. Fig.12 and Fig.13 As shown, the stabilizing wheel is fixed directly below the vehicle, and the position of the protection wheel is variable and is related to which side of the lower guide portion the stabilizing wheel contacts. That is, when the stabilizing wheel contacts the lower guide portion on the left side, as shown in FIG. Fig.12As shown, the left protection wheel moves to the outside of the lower guide part and cooperates with the stabilizing wheel to clamp the lower guide part in the middle to restrain the vehicle; Fig.13 As shown in the figure, when the stabilizing wheel contacts the lower guide portion on the right side, the protection wheel on the right side moves to the outside of the lower guide portion and cooperates with the stabilizing wheel to clamp the lower guide portion in the middle to realize the restraint of the vehicle; it can be understood that in this embodiment, during the movement of the vehicle along the track, the stabilizing wheel contacts the inner side of the lower guide portion on one side and walks (rolls) along the inner side of the lower guide portion, as shown in the figure. Fig.12 or Fig.13 As shown, the protection wheel on this side is located just outside the lower guide portion, so that the lower guide portion is sandwiched between the stabilizing wheel and the protection wheel; outside the fork, when the vehicle runs along the track, the protection wheel and the stabilizing wheel cooperate with each other to stabilize the vehicle and balance the force on the vehicle, thereby effectively preventing the vehicle from derailing. At the position where the vehicle turns (such as at the fork), the protection wheel and the stabilizing wheel cooperate with each other and hold the lower guide portion on one side, so that the vehicle can run along the lower guide rail, thereby assisting the vehicle in turning.

[0076] In order to facilitate the control of the synchronous movement of the protection wheels on both sides, in a feasible solution, it also includes a driving motor and a lower swing arm, and the protection wheels are respectively arranged at the two ends of the lower swing arm, and the transmission mechanism is used to drive the lower swing arm to swing, so that the protection wheel on one side moves to the outside of the lower guide part on the corresponding side, and the protection wheel on the other side moves synchronously to the bottom of the lower guide part on the corresponding side.

[0077] like Fig.12 or Fig.13 As shown, as an example, the lower swing arm can adopt a herringbone structure, the protection wheels on both sides are respectively arranged at the two ends of the lower swing arm, the drive motor is fixed to the vehicle, and the output shaft of the drive motor is connected to the lower swing arm to drive the lower swing arm to swing, such as Fig.12 As shown, when the stabilizing wheel contacts the lower guide portion on the left side, the protection wheel on the left side moves to the outer side of the lower guide portion under the drive of the driving motor, and cooperates with the stabilizing wheel to clamp the lower guide portion in the middle to realize the restraint of the vehicle. At this time, the axis of the protection wheel on the left side is in the vertical direction, and the protection wheel can move along the outer side of the lower guide portion (contact), or have a certain distance from the outer side of the lower guide portion (the distance is usually relatively small); Fig.13 As shown, when the stabilizing wheel contacts the lower guide part on the right side, the protection wheel on the right side moves to the outside of the lower guide part under the drive of the driving motor, and cooperates with the stabilizing wheel to clamp the lower guide part in the middle, thereby restraining the vehicle, thereby achieving the purpose of stabilizing the vehicle, assisting the vehicle in steering, and preventing the vehicle from derailing.

[0078] It can be understood that the driving motor can adopt a motor with a locking function, so that when the driving motor drives the protection wheel to rotate to a certain position, the position of the protection wheel can be locked so that the protection wheel can bear a larger external force.

[0079] In a further solution, a transmission mechanism is further included, one end of which is connected to the output shaft of the drive motor, and the other end is connected to the lower swing arm, and the drive motor is used to drive the lower swing arm to swing through the transmission mechanism. The arrangement of the transmission mechanism is conducive to improving the stress condition of the output shaft of the drive motor, and is also convenient for the flexible arrangement of the drive motor. It can be understood that the transmission mechanism can adopt a combination of one or more of a gear transmission mechanism, a belt transmission mechanism, a chain transmission mechanism, a worm gear transmission mechanism or a crank rocker transmission mechanism, and examples are not given here one by one.

[0080] In another feasible solution, it also includes a track-changing mechanism and a lower swing arm, the track-changing mechanism is connected to the lower swing arm, and the protection wheels are respectively fixed to the two ends of the lower swing arm. When the track-changing mechanism is actuated, the lower swing arm is driven to swing synchronously, so that the protection wheel on one side moves to the outer side of the lower guide portion on the corresponding side (at this time, the stabilizing wheel contacts the inner side of the lower guide portion), and the track-changing wheel on this side moves synchronously to the position for guiding, and the protection wheel on the other side moves synchronously to the bottom of the lower guide portion on the corresponding side, such as Fig.14 and Fig.15 In this solution, by combining the track-changing mechanism with the lower swing arm, the lower swing arm and the track-changing mechanism are synchronized, which not only meets the position requirements of the lower swing arm swinging left and right, but also helps to simplify the structure of the vehicle, making the structure of the entire vehicle more compact and helping to reduce costs.

[0081] As an example, the track-changing mechanism and the lower swing arm provided in this solution may adopt the track-changing mechanism and the lower swing arm disclosed in Chinese patent CN 110143206A, which will not be described in detail here.

[0082] like Fig.14 or Fig.15 As shown, in a preferred solution, the lower swing arm preferably adopts a herringbone structure so as to provide protection wheels on both sides.

[0083] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A rail transit system, characterized in that: The invention comprises a vehicle and a track system, wherein running wheels are respectively arranged on both sides of the vehicle, a stabilizing wheel and protective wheels respectively arranged on both sides of the stabilizing wheel are arranged under the vehicle, a track-changing mechanism is arranged on the vehicle, and the track-changing mechanism has track-changing wheels; the track system comprises a plurality of tracks and a switch arranged at a fork and used to guide the vehicle to go straight or change tracks, the track comprises two supporting parts respectively used for running the running wheels on both sides of the vehicle, and two lower guiding parts respectively arranged on the two supporting parts, a gap is provided between the two supporting parts, a cavity for accommodating the stabilizing wheel and running the stabilizing wheel is formed between the two lower guiding parts, and the lower guiding part is used to stabilize the vehicle; A turnout is only provided at a fork, the turnout comprising two turnout baffles, the two turnout baffles being a first turnout baffle and a second turnout baffle, the first turnout baffle being used to guide a vehicle to go straight, and the second turnout baffle being used to guide a vehicle to change tracks; the first turnout baffle and the second turnout baffle both comprising a transition section and a guide section and a protection section respectively provided at both ends of the transition section; The two supporting parts in the track are respectively a left supporting part and a right supporting part, and the two tracks constituting the fork are respectively a first track and a second track, the right supporting part of the first track is provided with a break, and the right supporting part of the second track is connected to the right supporting part of the first track at the break; the first switch baffle is arranged in the first track, and the two ends of the first switch baffle are respectively located before and after the break, and the protection section of the first switch baffle is fixed above the right supporting part in the first track, the protection section of the first switch baffle is an arc structure, and the protection section is tangent to the transition section and the first track respectively, and the guide section of the first switch baffle is fixed in the first track; one end of the second switch baffle is arranged in the first track and is located before the break, and the other end is arranged in the second track and is located after the break, the protection section of the second switch baffle is fixed above the left supporting part in the second track, the protection section of the second switch baffle is an arc structure, and the protection section is tangent to the transition section and the second track respectively, and the guide section of the second switch baffle is fixed in the first track; When the vehicle runs along the track, one of the lower guide parts is sandwiched between the stabilizing wheel and the protection wheel on one side, and the protection wheel is used to stabilize the vehicle and / or assist the vehicle in steering and / or prevent the vehicle from derailing; when the vehicle passes through a fork, when the track changing mechanism provided on the vehicle is in normal working condition, the switch baffle cooperates with the track changing wheel in the track changing mechanism, so that the track changing wheel moves along the corresponding switch baffle; when the track changing mechanism fails to change the track or the track changing mechanism fails, the fixed switch baffle can play a role in correcting the deviation.

2. The rail transit system according to claim 1, characterized in that: The distance between the two lower guide parts is greater than or equal to the width of the gap.

3. The rail transit system according to claim 1, characterized in that: It also includes an outer cover, which is connected to the two supporting parts and together with the two supporting parts forms a cavity for accommodating the vehicle, and the turnout is arranged in the cavity.

4. The rail transit system according to any one of claims 1 to 3, characterized in that: The two lower guides are conductors and serve as return tracks, or the two lower guides are respectively provided with return tracks for return, and the return tracks are respectively arranged on the upper parts of the lower guides.

5. The rail transit system according to claim 1, characterized in that: It also includes a driving motor and a lower swing arm, wherein the protection wheels are respectively arranged at both ends of the lower swing arm, and the driving motor is used to drive the lower swing arm to swing, so that the protection wheel on one side moves to the outside of the lower guide part on the corresponding side, and the protection wheel on the other side moves synchronously to the bottom of the lower guide part on the corresponding side.

6. The rail transit system according to claim 5, characterized in that: It also includes a transmission mechanism, one end of which is connected to the output shaft of the drive motor, and the other end is connected to the lower swing arm, and the drive motor is used to drive the lower swing arm to swing through the transmission mechanism; the transmission mechanism adopts a gear transmission mechanism, a belt transmission mechanism, a chain transmission mechanism, a worm gear transmission mechanism, or a crank rocker transmission mechanism.

7. The rail transit system according to claim 1, characterized in that: It also includes a lower swing arm, the track-changing mechanism is connected to the lower swing arm, the protection wheels are respectively fixed at both ends of the lower swing arm, and the track-changing mechanism is used to drive the lower swing arm to swing synchronously, so that the protection wheel on one side moves to the outside of the lower guide part on the corresponding side, and the track-changing wheel on this side moves synchronously to the position for guiding, and the protection wheel on the other side moves synchronously to the bottom of the lower guide part on the corresponding side.

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