Anti-derailment tracks and anti-derailment systems

Abstract

The invention relates to an anti-derail track and an anti-derail system. The anti-derail track comprises a track body, wherein the inner side surface of the track body is provided with an anti-derail part for cooperating with a track-changing device, wherein the anti-derail part comprises a constraint section and a protection section, wherein the constraint section is used for limiting the track-changing device from continuing to move when the track-changing device moves in place, and the protection section is used for driving the track-changing device to move in place when the track-changing device does not move in place. The anti-derail track provided by the invention has a compact structure, a reasonable design and a low cost, can lock the track-changing device when the track-changing device moves in place in advance, thereby effectively preventing the vehicle from derailing due to factors such as sudden power failure, track-changing device failure and shaking, and can effectively improve the safety of the vehicle; and can automatically correct the position of a track-changing wheel in the track-changing device when the track-changing device does not move in place in advance, thereby guiding the vehicle to pass through a fork smoothly and avoiding the vehicle from derailing.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transportation, and in particular to an anti-derail track and an anti-derail system. Background Art

[0002] The suspended rail transit system is a new type of urban rail transit system that is different from the subway, light rail and maglev. It usually includes tracks, vehicles and cars. The track usually has an opening at the bottom, and the vehicle (i.e., rail car) is wrapped in the track. The vehicle is connected to the car below through the opening and drives the car to run along the track.

[0003] In a suspended rail transit system, a track-changing device is usually mounted on a vehicle, and the track-changing device is provided with a track-changing wheel. Before entering a fork, the track-changing device usually needs to drive the track-changing wheel to move into place, so that the vehicle can pass through the fork along the original track or change tracks in the fork to run on another track; in a suspended rail transit system, the track is usually erected in the air, so the anti-derailment design of the vehicle running along the track is the focus of vehicle safety, and in the prior art, the anti-derailment design of the vehicle needs to be improved; on the one hand, if the track-changing device is moved into place in advance, after entering the fork, the track-changing wheel arranged on one side of the track-changing device can cooperate with the turnout on the corresponding side in the fork, so that the vehicle can pass through the fork along the original track. In order to smoothly pass through the fork or change tracks in the fork, the vehicle is usually in a single-track running state during this process, which is prone to derailment. Because in the prior art, the physical locking problem after the track-changing device is in place is not considered, when the vehicle is running on the single track, it is easy to cause the track-changing wheels in the working state to detach from the turnout due to sudden power failure, track-changing device failure, shaking and other problems, thereby causing the vehicle to derail. On the other hand, if the track-changing device has not been fully activated in advance, after the vehicle enters the fork, the track-changing wheels arranged on both sides of the track-changing device cannot cooperate with the turnout on the corresponding side of the fork, causing the vehicle to lose the guidance of the turnout, resulting in accidents such as collision between the vehicle and the track and derailment of the vehicle. Summary of the invention

[0004] The object of the present invention is to improve the deficiencies in the prior art and provide an anti-derailment track. The track can effectively prevent a vehicle from derailing due to factors such as sudden power failure, failure of a track-changing device, and shaking when a track-changing device is in place in advance, thereby effectively improving the safety of the vehicle. In addition, when the track-changing device is not in place in advance, the position of a track-changing wheel in the track-changing device can be automatically corrected to prevent the vehicle from derailing.

[0005] The technical solution adopted by the present invention to solve its technical problem is:

[0006] An anti-derail track comprises a track body, wherein the inner side surface of the track body is provided with an anti-derail part for cooperating with a track changing device, wherein the anti-derail part comprises a constraint section and a protection section, wherein the constraint section is used for limiting the track changing device from continuing to move when the track changing device moves into place, and the protection section is used for driving the track changing device to move into place when the track changing device does not move into place. In the present scheme, an anti-derailment portion is provided on the inner side surface of the track body, so that when a vehicle equipped with a track-changing device runs to this location, the restraining section can cooperate with the track-changing device that has been put into operation, and lock the track-changing device by restraining the track-changing device, which can effectively prevent the track-changing device from automatically moving due to sudden power failure, track-changing device failure, shaking and other factors, thereby causing the problem of vehicle derailment; in addition, when the vehicle runs in the direction of parallel flow, before entering the fork, if the track-changing device has not been put into operation, the protection section will first contact the track-changing device, and drive the track-changing device to move into place by squeezing the track-changing device, so that the track-changing wheel arranged on one side of the track-changing device can cooperate with the turnout on the corresponding side, thereby achieving the purpose of automatically correcting the position of the track-changing wheel, so that the vehicle can pass through the fork smoothly, and derailment can be effectively prevented.

[0007] Preferably, the constraint section and the protection section are respectively arranged along the length direction of the track body, and the upper surface of the protection section is inclined to the length direction of the track body. The constraint section is arranged along the length direction of the track body so as to lock the track-changing device for a distance along the length direction of the track, ensuring that the vehicle can be protected from derailment when running on a single track, so that the vehicle can run safely, such as passing a fork safely, etc. The protection section is arranged along the length direction of the track body and the upper surface of the protection section is inclined to the length direction of the track body, so that the protection section can contact the track-changing device that has not been changed in place, and use the inclined upper surface to gradually correct the position of the track-changing wheel during the operation of the vehicle.

[0008] Preferably, the restraint section and the protection section are protrusions arranged on the inner side of the track body. One end of the protrusion is fixed to the inner side of the track body, and the other end extends a distance toward the middle of the track body so as to cooperate with the track changing device to achieve the purpose of locking the track changing device and correcting the position of the track changing wheel.

[0009] Furthermore, the upper surface of the restraining section is a plane, and the upper surface of the protecting section is an inclined surface or an arc surface, which is more convenient for matching with the track changing device.

[0010] Preferably, the restraining section is a horizontally arranged straight plate, and the protecting section is an inclined straight plate or an arc-shaped plate. The plate-shaped restraining section and protecting section have a simpler structure and are conducive to reducing costs.

[0011] Furthermore, the constraint section is connected to the protection section and is respectively arranged on the inner side surface of the same side of the track body; or, the constraint section is arranged on the inner side surface of one side of the track body, and the protection section is arranged on the inner side surface of the other side of the track body, or one end of the protection section is fixed to the top of the other side of the track body. The three setting methods and positions of the protection section provided in this solution can effectively achieve the purpose of automatically correcting the position of the track-changing wheel.

[0012] Preferably, described track body is double track running track, and comprises two described anti-derail parts, and described two anti-derail parts are respectively arranged at the both sides of fork.That is, for double track running track, anti-derail part is only arranged at fork, is conducive to reducing costs, and two anti-derail parts are respectively applicable to vehicle along two track bodies intersecting, so that vehicle can be in along any track body operation.

[0013] Optionally, the double-track running track includes two side plates, two bottom plates and a top plate. The two bottom plates are horizontally arranged and respectively used to support the running wheels arranged on both sides of the vehicle. There is a gap between the two bottom plates. The two side plates are respectively connected to the two bottom plates, and the top plate is respectively connected to the two side plates. The side plates, bottom plates and top plates together form a cavity for accommodating the vehicle. The constraint section and the protection section are respectively arranged in the cavity at the fork. The constraint section and the protection section are both fixed on the same side of the double-track running track or respectively fixed on both sides of the double-track running track. In the scheme, the vehicle is arranged in the cavity, and the two running wheels of the vehicle respectively run along the bottom plates, thereby realizing double-track operation.

[0014] A kind of anti-derail system, comprises the aforementioned anti-derail track, vehicle and track-changing device, the track-changing device is provided with the limiting component adapted to the anti-derail part, the track-changing device is fixed to the vehicle, the vehicle runs along the track body, a turnout is provided at the fork of the anti-derail track, when the track-changing device is in place, the track-changing wheel on one side cooperates with the turnout on the corresponding side, and the limiting component on this side is stuck above the side constraint section; when the vehicle runs along the parallel flow direction and the track-changing device is not in place, the protection section arranged on one side of the track body drives the track-changing wheel on this side to move in place by squeezing the limiting component on this side. In this scheme, by the cooperation of the track-changing device in the anti-derail track and the vehicle, it can be effectively avoided that the track-changing device acts automatically in the process of passing the fork of the vehicle to avoid derailment, and the position of the track-changing wheel can be automatically corrected in the process of the vehicle running along the parallel flow direction to prevent derailment.

[0015] Furthermore, the surface of the limiting component facing the advancing direction of the track-changing device is an inclined surface or includes at least one inclined surface, which is used to cooperate with the constraint section and drive the track-changing device that has not yet reached its full position to reach its full position. Through this solution, the derailment problem of the vehicle running in the diversion direction and not reaching its full position can be effectively solved, and the position of the track-changing wheel in the track-changing device can be automatically corrected, so that the vehicle can safely pass through the fork.

[0016] Preferably, at the fork, in the two anti-derailment parts respectively arranged on both sides, one end of the two constraint sections away from the protection section is respectively located at different positions. That is, the end positions of the constraint sections on both sides are different, and there is a misalignment between the two, so that the track-changing device can smoothly pass through the two ends in sequence, which is more convenient for the track-changing device to control in advance whether to go straight through the fork or change the track at the fork, and can effectively avoid collisions on both sides at the same time.

[0017] Compared with the prior art, the anti-derailment track and system provided by the present invention have compact structure, reasonable design and low cost. On the one hand, the track-changing device can be locked when the track-changing device is in place in advance, thereby effectively preventing the vehicle from derailing due to factors such as sudden power failure, track-changing device failure and shaking, and effectively improving the safety of the vehicle; on the other hand, when the track-changing device is not in place in advance, the position of the track-changing wheel in the track-changing device can be automatically corrected, thereby guiding the vehicle to pass through the fork smoothly and avoiding vehicle derailment. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] 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.

[0019] Figure 1 The present invention provides an anti-derailment track according to embodiment 1, wherein the track body is a schematic structural diagram.

[0020] Figure 2 This is one of the structural schematic diagrams of an anti-derailment track provided in Example 1 of the present invention, and the top plate is not shown.

[0021] Figure 3 This is a second schematic structural diagram of an anti-derailment track provided in Example 1 of the present invention, in which the top plate is not shown.

[0022] Figure 4 for Figure 2 Top view of the .

[0023] Figure 5The present invention is a schematic cross-sectional view of a fork in an anti-derailment track provided in Example 1 of the present invention.

[0024] Figure 6 The present invention provides another kind of anti-derail track provided in embodiment 2 of the present invention.

[0025] Figure 7 for Figure 6 AA view of the .

[0026] Figure 8 for Figure 6 BB view.

[0027] Fig. 9 It is the AA view of the protection segment in another fixing mode.

[0028] Fig.10 This is a schematic structural diagram of a lifting and track changing device provided in Example 1 of the present invention.

[0029] Fig.11 for Fig.10 Rear view of.

[0030] Fig.12 It is a schematic cross-sectional diagram of the anti-derail track when a vehicle equipped with a lifting track-changing device cooperates with the turnout at a fork. At this time, the vehicle runs in the diversion direction, the track-changing wheel on the right cooperates with the right turnout to change track to the right, and the restraining section in the anti-derail part on the right locks the limiting component on the right.

[0031] Fig.13 It is a schematic cross-sectional diagram of the anti-derail track when a vehicle equipped with a lifting track-changing device cooperates with the turnout at a fork. At this time, the vehicle runs in the diversion direction, the track-changing wheel on the left cooperates with the left turnout, and continues to run forward along the original track body, and the restraining section in the left anti-derail part locks the limiting component on the left.

[0032] Fig.14 This is a cross-sectional diagram of a vehicle equipped with a lifting track change device running in the direction of parallel flow and entering the fork. Figure 6 The anti-derail track provided, at this time, the track-changing wheel on the right cooperates with the switch, the vehicle moves forward along the original track body, and the restraining section in the anti-derail part locks the limiting component on the right.

[0033] Fig.15 This is a cross-sectional diagram of a vehicle equipped with a lifting track change device running in the direction of parallel flow and entering the fork. Figure 4 The anti-derail track provided, at this time, the track-changing wheel on the right cooperates with the switch, the vehicle moves forward along the original track body, and the restraining section in the anti-derail part locks the limiting component on the right.

[0034] Fig.16 In a system provided in Example 2, a vehicle is running in a diversion direction, and when the lifting track change mechanism is not in place, a side view schematic diagram of the position limiting component on one side cooperating with the corresponding restraining section Figure 1 .

[0035] Fig.17 In a system provided in Example 2, a vehicle is running in a diversion direction, and when the lifting track change mechanism is not in place, a side view schematic diagram of the position limiting component on one side cooperating with the corresponding restraining section Figure 2 .

[0036] Description of the marks in the figure: motor 101, reverse synchronization mechanism 200, upper swing arm 201, lower swing arm 202, connecting rod 203, hinge shaft 204, track-changing wheel 205, transmission shaft 206, limiting component 207, bearing seat 208, vehicle 300, frame 301, running wheel 302, track body 400, turnout 401, side plate 402, top plate 403, bottom plate 404, anti-derailment part 500, constraint section 501, protection section 502. DETAILED DESCRIPTION

[0037] 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.

[0038] Example 1

[0039] See also Figure 1-Figure 9In the present embodiment, an anti-derail track is provided, including a track body 400, the inner side of the track body 400 is provided with an anti-derail portion 500 for cooperating with a track-changing device, the anti-derail portion 500 includes a constraint section 501 and a protection section 502, the constraint section 501 is used to limit the track-changing device from continuing to move when the track-changing device moves in place, and the protection section 502 is used to drive the track-changing device to move in place when the track-changing device does not move in place. In the present embodiment, by arranging the anti-derailment part 500 on the inner side of the track body 400, when the vehicle 300 equipped with the track-changing device runs to this place, the restraining section 501 can cooperate with the track-changing device that has been put into place, and lock the track-changing device by restraining the track-changing device, which can effectively prevent the track-changing device from moving automatically due to sudden power failure, track-changing device failure, shaking and other factors, causing the problem of derailment of the vehicle 300; in addition, when the vehicle 300 runs in the direction of parallel flow, before entering the fork, if the track-changing device has not been put into place, the protection section 502 will first contact the track-changing device, and by squeezing the track-changing device The track-changing device is driven to move into place, so that the track-changing wheel 205 arranged on one side of the track-changing device can cooperate with the turnout 401 on the corresponding side, thereby achieving the purpose of automatically correcting the position of the track-changing wheel 205, so that the vehicle 300 can pass through the fork smoothly, and derailment can be effectively prevented. In addition, the anti-derail part 500 provided in the present embodiment has a simple and compact structure, and can effectively lock the track-changing device after the movement is in place without the need for electric power to drive, and can automatically correct the track-changing wheel 205 that has not moved into place, so that the anti-derail scheme provided in the present embodiment will not fail due to problems such as power supply, and is safer.

[0040] In this embodiment, the inner side refers to the inside of the track body 400 , the side along the length direction of the track body 400 , including but not limited to the side wall (or called side plate 402 ) of the track body 400 .

[0041] In this embodiment, the constraint section 501 and the protection section 502 are respectively arranged along the length direction of the track body 400, and the upper surface of the protection section 502 is inclined to the length direction of the track body 400. The constraint section 501 is arranged along the length direction of the track body 400 so as to lock the track-changing device for a distance along the length direction of the track, ensuring that the vehicle 300 can be protected from derailment during monorail operation, so that the vehicle 300 can operate safely, such as safely passing through a fork, etc. The protection section 502 is arranged along the length direction of the track body 400 and the upper surface of the protection section 502 is inclined to the length direction of the track body 400, so that the protection section 502 can contact the track-changing device that has not been changed in place, and in the process of the operation of the vehicle 300, the inclined upper surface is used to gradually correct the position of the track-changing wheel 205.

[0042] In a preferred solution provided in this embodiment, the constraint section 501 and the protection section 502 are respectively protrusions arranged on the inner side of the track body 400. One end of the protrusion can be fixed to the inner side of the track body 400, such as the side plate 402, and the other end extends a distance toward the middle of the track body 400, so as to cooperate with the track changing device, so as to achieve the purpose of locking the track changing device and correcting the position of the track changing wheel 205.

[0043] In order to facilitate the coordination with the track changing device, in a further solution, the upper surface of the constraint section 501 is a plane, and the upper surface of the protection section 502 is an inclined surface or an arc surface, through which the track changing device can be gradually squeezed and driven, so that the track changing wheel 205 can move into place.

[0044] It can be understood that the constraint section 501 and the protection section 502 can have a variety of implementation structures. Preferably, the constraint section 501 can be a horizontally arranged straight plate, and the protection section 502 can be an inclined straight plate or a curved plate. The plate-shaped constraint section 501 and the protection section 502 have a simpler structure and are conducive to reducing costs. For example, as shown in the figure, in this embodiment, the constraint section 501 and the protection section 502 are both straight plates, the constraint section 501 is horizontally arranged, and the protection section 502 is inclined.

[0045] Since the restraining section 501 and the protecting section 502 have different functions, there are multiple implementations for the locations of the restraining section 501 and the protecting section 502. For example, in one implementation, the restraining section 501 is connected to the protecting section 502 and are respectively disposed on the inner side surface of the same side of the track body 400. Figure 2 , Figure 3 , Figure 4 and Figure 5 In another embodiment, the constraint section 501 is disposed on the inner side of one side of the track body 400, and the protection section 502 can be disposed on the inner side of the other side of the track body 400, such as Figure 6 , Figure 7 and Figure 8 As shown, it can also be fixed to the top of the other side of the track body 400, such as Figure 6 , Figure 8 and Fig. 9 This embodiment provides three configuration modes and positions of the protection section 502, all of which can effectively achieve the purpose of automatically correcting the position of the track-changing wheel 205 when the vehicle 300 runs in the parallel flow direction.

[0046] In the preferred scheme provided in the present embodiment, the track body 400 can be a double-track running track (a common term in the field of rail transit), that is, when the vehicle 300 is running along the track body 400, the running wheels 302 on both sides of the vehicle 300 will be supported by the track body 400 respectively, so that the vehicle 300 is evenly stressed, so at the position of the non-fork, the vehicle 300 does not have the risk of derailment, and at the fork, the vehicle 300 will be in a single-track running state, so the fork includes two of the anti-derail parts 500, and the two anti-derail parts 500 are respectively arranged on both sides of the fork, and the two anti-derail parts 500 are respectively arranged at two track bodies 400 intersecting at the fork, such as Figure 6 or Figure 6 As shown, it is conducive to reducing costs, and when the vehicle 300 runs along any one of the track bodies 400, one of the anti-derailing parts 500 can play the role of anti-derailing and automatically correcting the position of the track-changing wheel 205; As an example, in the present embodiment, the double-track running track includes two side plates 402, two base plates 404 and a top plate 403, the two base plates 404 are horizontally arranged, respectively used to support the running wheels 302 arranged on both sides of the vehicle 300, and there is a gap between the two base plates 404, the two side plates 402 are respectively connected with the two base plates 404, and the top plate 403 is respectively connected with the two side plates 402, the side plates 402, the base plate 404 and the top plate 403 are jointly surrounded by a cavity for accommodating the vehicle 300, the constraint section 501 and the protection section 502 are respectively arranged in the cavity at the fork, and the constraint section 501 and the protection section 502 are both fixed on the same side of the double-track running track or are respectively fixed on both sides of the double-track running track. In the scheme, the vehicle 300 is arranged in the mold cavity, and the two running wheels 302 of the vehicle 300 run along the bottom plate 404 respectively, thereby realizing double-track operation.

[0047] In order to make this solution clearer and more complete, in a further solution, a turnout 401 is further included. The turnout 401 is arranged in the fork and fixed to the top plate 403. The turnout 401 is used to cooperate with the track-changing wheel 205 in the track-changing device so as to guide the vehicle 300 to continue running along the original track or change the track to another track at the fork. It can be understood that in this embodiment, the turnout 401 can adopt the commonly used turnout 401 in the prior art, such as Figure 5 As shown, for example, the turnout 401 disclosed in Chinese patent CN 108313068 A, the turnout 401 disclosed in Chinese patent CN 207498750 U, the turnout 401 disclosed in Chinese patent CN 203996231U, and the turnout 401 disclosed in Chinese patent CN 203558061 U can be used, and no examples are given here.

[0048] The track changing device described in this embodiment can be an existing track changing device. In the existing track changing device, the motor 101 usually drives the transmission mechanism to swing so that the track changing wheel 205 moves to the right position. Therefore, it is only necessary to set a limiting component 207 on the swing arm connected to the track changing wheel 205, such as a limiting rod, a shaft, etc. When the movement is in place, the limiting component 207 is limited by the constraint section 501 to effectively constrain the movement of the track changing wheel 205 and the entire track changing device to achieve the locking function. As an example, the track changing device in this embodiment can adopt Chinese patent CN 110143205 The track-changing device disclosed in A, the limiting component 207 can be fixed on the outer side of the track-changing swing arm (see the first track-changing swing arm and the second track-changing swing arm in the patent), when the track-changing device is in place, and the track-changing wheel 205 on the corresponding side is matched with the switch 401 or the track, the limiting component 207 is just located above the constraint section 501, and the constraint section 501 can clamp the limiting component 207, thereby preventing the limiting component 207 from moving downward, and then preventing the track-changing swing arm from swinging, and finally achieving the purpose of locking the entire track-changing device to prevent accidental derailment; and when the track-changing device is not in place, the limiting component 207 can contact with the protection section 502, and gradually raise the height of the limiting component 207 under the squeezing of the protection section 502, thereby driving the track-changing swing arm to swing, so that the track-changing wheel 205 is in place and matched with the switch 401, thereby achieving the purpose of automatically correcting the position of the track-changing wheel 205 to prevent derailment.

[0049] In another embodiment, the track changing device provided in this embodiment is a lifting track changing device, and the lifting track changing device includes a motor 101 and a reverse synchronization mechanism 200, such as Fig.10 and Fig.11As shown, the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202 and two connecting rods 203, the two connecting rods 203 are respectively arranged vertically, and the tops of the connecting rods 203 are respectively provided with track-changing wheels 205, and the limiting components 207 are fixed to the sides of the connecting rods 203, which are used to cooperate with the anti-derailment part 500, and the two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and the four hinges are respectively located at the four vertices of the parallelogram, so that the upper swing arm 201, the lower swing arm 202 and the two connecting rods 203 can constitute a parallelogram mechanism; the middle part of the upper swing arm 201 and the lower swing arm 202 They respectively form a rotating pair with the support seat, so that the upper swing arm 201 and the lower swing arm 202 can only rotate around their respective middle parts but cannot move. The motor 101 is connected to the middle part of the upper swing arm 201 or the lower swing arm 202 through the transmission shaft 206. The motor 101 drives the reverse synchronization mechanism 200 to operate, so that the track-changing wheel 205 arranged on one side of the reverse synchronization mechanism 200 rises vertically, and the track-changing wheel 205 arranged on the other side of the reverse synchronization mechanism 200 drops vertically synchronously. The track-changing wheel 205 is used to cooperate with the corresponding switch 401, that is, in the fork, the track-changing wheel 205 that has moved into place can contact and cooperate with the switch 401 on the corresponding side.

[0050] In this embodiment, the lifting track changing device drives the reverse synchronization mechanism 200 to move through the motor 101, so that the track changing wheels 205 arranged on both sides of the reverse synchronization mechanism 200 can move synchronously, and the directions of the movements are always opposite, that is, the track changing wheel 205 on one side rises, and the track changing wheel 205 on the other side falls; when the track changing device moves in place in advance, the track changing wheel 205 that rises in place can cooperate with the turnout 401 on the corresponding side, such as Fig.12 or Fig.13 As shown, the vehicle 300 can move forward under the guidance of the switch 401. At this time, the track-changing wheel 205 on this side is in a working state, while the track-changing wheel 205 that has been lowered into place is at a position away from the switch 401 on the corresponding side (usually below the switch 401), cannot cooperate with the switch 401, and is in a non-working state; thereby, at the fork, only one side of the track-changing wheel 205 cooperates with the switch 401, thereby guiding the vehicle 300 to continue moving forward or change tracks at the fork, so as to pass the fork smoothly.

[0051] The process of the anti-derail track provided in this embodiment cooperating with the lifting track changing device (the lifting track changing device is mounted on the vehicle 300) is as follows:

[0052] In one embodiment, if the constraint section 501 in the same anti-derail portion 500 is connected to the protection section 502 and is respectively arranged on the inner side of the same side of the track body 400, as Figure 4As shown, at this time, if the vehicle 300 runs along the diverging direction (such as Figure 4 When the vehicle 300 moves in the direction indicated by the dotted line with the arrow in the middle) and gradually approaches the fork, if the lifting track-changing device is in place, after the vehicle 300 enters the fork, the track-changing wheel 205 located above will contact and cooperate with the turnout 401 on the corresponding side, as shown in FIG. Fig.12 and Fig.13 As shown, the limiting component 207 on this side is just stuck above the corresponding side constraint section 501 and passes through the fork smoothly. In this process, the constraint section 501 mainly serves to limit the downward movement of the limiting component 207, thereby locking the lifting track change device, thereby effectively preventing the vehicle 300 from derailing due to sudden power failure, track change device failure, shaking and other factors; if the vehicle 300 runs in the direction of parallel flow (such as Figure 6 When the vehicle 300 moves up and down (in the direction indicated by the dotted line with the arrow in the middle) and gradually approaches the fork, if the lifting track-changing device is in place in advance, the operation process of the vehicle 300 is as above, and there is no risk of derailment. If the lifting track-changing device is not in place in advance, that is, the track-changing wheel 205 that should rise to a high place and cooperate with the turnout 401 has not risen to the predetermined position, in this state, during the operation of the vehicle 300, the limiting component 207 in the lifting track-changing device will inevitably contact and squeeze the protection section 502 on the corresponding side, and as the vehicle 300 runs, the protection section 502 can gradually raise the height of the limiting component 207 by squeezing, so that the track-changing wheel 205 on this side gradually rises and finally moves to the predetermined position, as shown in FIG. Fig.15 As shown, the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, so that after the vehicle 300 enters the fork, the track-changing wheel 205 can cooperate with the switch 401, and the limiting component 207 is also stuck above the restraining section 501 until the vehicle 300 normally forks, effectively preventing derailment.

[0053] In a second embodiment, if the restraining section 501 in the two anti-derailing parts 500 is not connected to the protection section 502 and is respectively arranged on different sides of the track body 400, as Figure 6 As shown, the process of the vehicle 300 running in the diverging direction and passing through the fork is as described above, and will not be repeated here. When the vehicle 300 runs in the parallel flow direction (such as Figure 6When the vehicle 300 moves upward (in the direction indicated by the dotted line with the arrow in the figure) and gradually approaches the fork, if the lifting track-changing device is in place in advance, the operation process of the vehicle 300 is as above, and there is no risk of derailment. If the lifting track-changing device is not in place in advance, that is, the track-changing wheel 205 that should rise to a high place and cooperate with the turnout 401 has not risen to the predetermined position, in this state, during the operation of the vehicle 300, the limiting component 207 in the lifting track-changing device will inevitably contact and squeeze the protection section 502 on the corresponding side, and as the vehicle 300 runs, the protection section 502 can gradually press down the limiting component 207 by squeezing, so that the height of the limiting component 207 decreases, and due to the reverse synchronization mechanism 200, the track-changing wheel 205 on the other side will gradually rise, and finally move to the predetermined position, as shown in FIG. Fig.14 As shown, the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, so that after the vehicle 300 enters the fork, the track-changing wheel 205 on the other side can cooperate with the switch 401, and the limiting component 207 is just stuck above the restraining section 501 until the vehicle 300 normally forks, effectively preventing derailment.

[0054] It can be understood that in this embodiment, the specific structures of the upper swing arm 201 and the lower swing arm 202 are not limited, because in this embodiment, it is only necessary to ensure that the four hinges formed by the upper swing arm 201, the lower swing arm 202 and the connecting rod 203 can form a parallelogram. In this case, the structures of the upper swing arm 201 and the lower swing arm 202 can be the same or different. The upper swing arm 201 or the lower swing arm 202 can be a straight-line structure, a bent structure (such as a V-shaped structure, an arc structure, etc.), etc. For example, in this embodiment, the upper swing arm 201 and the lower swing arm 202 are respectively a straight-line structure plate, such as Fig.10 or Fig.11 As shown, it is beneficial to increase the rigidity. In addition, the articulation can be realized by using existing articulation technology, such as using the cooperation of the articulation shaft 204 and the articulation hole, etc., which will not be described in detail here.

[0055] It can be understood that the limiting component 207 can be arranged on the left side of the connecting rod 203, the left front side, the front side, the rear side, etc., so as to extend outward and form a match with the constraint section 501; and the limiting component 207 can have a variety of implementation structures, as long as it can be matched with the anti-derailment portion 500, and in the preferred scheme provided in the present embodiment, the limiting component 207 can preferentially adopt a rod-shaped structure, a plate-shaped structure or a combination of the two, etc., the limiting component 207 adopting a rod-shaped structure or a plate-shaped structure has a simple structure, is easy to shape and manufacture, and is easy to extend outward and form a match with the constraint section 501. As an example, Fig.10 and Fig.11 As shown, in this embodiment, the limiting component 207 adopts a rod-shaped structure.

[0056] Preferably, the support seat may preferably be a bearing seat 208, and the bearing seat 208 may be fixed to the frame 301 of the vehicle 300, which can not only realize the separation of movement, but also play a supporting and restraining role.

[0057] It can be understood that in this embodiment, the “arrival” means that the track-changing device moves to a position where the track-changing wheel 205 on one side can cooperate with the switch 401 on the corresponding side.

[0058] It can be understood that the fork is formed by the intersection of the track body 400, which is common knowledge in the field of rail transportation and will not be elaborated here.

[0059] Example 2

[0060] The present embodiment 2 provides a kind of anti-derail system, comprising the anti-derail track described in embodiment 1, the vehicle and the track-changing device in embodiment 1 (especially the lifting track-changing device described in embodiment 1), the track-changing device is provided with a limiting component adapted to the anti-derail portion, the track-changing device is fixed to the vehicle, the vehicle runs along the track body, a turnout is provided at the fork of the anti-derail track, when the track-changing device moves in place, the track-changing wheel on one side cooperates with the turnout on the corresponding side, and walks along the turnout, the limiting component on this side is stuck above the constraint section 501 in the anti-derail portion on this side, as shown in FIG. Figure 12-Figure 15 As shown, the movement of the track-changing device is restricted; when the vehicle is running in the parallel flow direction and the track-changing device is not in place, the protection section 502 in the anti-derailment part arranged on one side of the track body drives the track-changing wheel on this side to move into place by squeezing the limiting component on this side, and drives into the constraint section 501 on this side to lock, so as to achieve the purpose of automatically correcting the position of the track-changing wheel and preventing derailment.

[0061] In a further solution, in order to prevent the vehicle from derailing when it runs in the diversion direction and the track-changing device has not been put into place in advance, a preferred solution is that the surface of the limiting component facing the forward direction of the track-changing device is an inclined surface or includes at least one inclined surface, which is used to cooperate with the constraint section 501 and drive the track-changing device that has not been put into place to move into place. Through the squeezing of the inclined surface and the constraint section 501, the track-changing device that has not been put into place can be driven to move into place, thereby preventing the vehicle from derailing.

[0062] As an example, in this embodiment, the limiting component includes two inclined surfaces, such as Fig.10As shown, the limiting component adopts a triangular prism rod, and the two side surfaces of the triangular prism rod face obliquely upward and obliquely downward in the forward direction of the track-changing device, respectively, so as to cooperate with the constraint section 501 in the anti-derailment part on the corresponding side. As an example, in this embodiment, the track-changing device adopts the lifting type track-changing device in Example 1. When the vehicle runs along the diversion direction and the track-changing device has not been actuated in place in advance, the inclined surface on the limiting component 207 on one side will always contact with the end of the constraint section 501, and through mutual squeezing, drive the limiting component 207 to move, thereby driving the lifting type track-changing mechanism to move in place, thereby achieving the purpose of preventing derailment. Fig.16 As shown in FIG. 1 , if the side surface of the triangular prism rod facing obliquely upward first contacts the end of the constraint section 501, then under the squeezing of the constraint section 501, the track-changing wheel on that side descends, and the track-changing wheel on the other side rises and moves into place; if the side surface of the triangular prism rod facing obliquely downward first contacts the end of the constraint section 501, as shown in FIG. Fig.17 As shown, under the squeezing of the restraining section 501, the track-changing wheel on this side is lowered and moved into place, while the track-changing wheel on the other side is raised; therefore, before the fork, the track-changing wheels arranged on both sides of the lifting track-changing mechanism cannot contact the restraining sections 501 on both sides at the same time to avoid violent collision. Figure 4 and Figure 6 As shown, at the fork, in the two anti-derailment parts 500 respectively arranged on both sides, one end of the two restraint sections 501 away from the protection section 502 is respectively located at different positions. That is, the end positions of the restraint sections 501 on both sides are different, and there is a misalignment between the two, so that the track-changing device can smoothly pass through the two ends in sequence, which is more convenient for the track-changing device to control the straight-through passage through the fork or the track change at the fork in advance, and can effectively avoid collision.

[0063] 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. An anti-derail track, characterized in that: The invention relates to a track body, wherein the inner side surface of the track body is provided with an anti-derail portion for cooperating with a track-changing device, and the anti-derail portion comprises a constraint section and a protection section, wherein the constraint section and the protection section are respectively arranged along the length direction of the track body, and the upper surface of the protection section is inclined to the length direction of the track body; the constraint section and the protection section are respectively protrusions arranged on the inner side surface of the track body; the upper surface of the constraint section is a plane, and the upper surface of the protection section is an inclined surface or a cambered surface; When the track changing device is in place, the limiting component in the track changing device is stuck above the corresponding side constraint section, and the constraint section is used to limit the limiting component from moving downward; When the track changing device is not in full motion, the limiting component in the track changing device contacts and squeezes the protection section on the corresponding side, and the protection section drives the track changing device to full motion by squeezing the track changing device.

2. The anti-derail track according to claim 1, characterized in that The restraining section is a horizontally arranged straight plate, and the protecting section is an inclinedly arranged straight plate or an arc-shaped plate.

3. The anti-derail track according to any one of claims 1 to 2, characterized in that: The constraint section is connected to the protection section and are respectively arranged on the inner side surface of the same side of the track body; or, the constraint section is arranged on the inner side surface of one side of the track body, and the protection section is arranged on the inner side surface of the other side of the track body, or one end of the protection section is fixed to the top of the other side of the track body.

4. The anti-derail track according to claim 3, characterized in that: The track body is a double-track running track and comprises two anti-derailment parts, and the two anti-derailment parts are respectively arranged on both sides of the fork.

5. The anti-derailment track according to claim 4, characterized in that: The double-track running track includes two side plates, two bottom plates and a top plate. The two bottom plates are horizontally arranged and are respectively used to support running wheels arranged on both sides of the vehicle. There is a gap between the two bottom plates. The two side plates are respectively connected to the two bottom plates, and the top plates are respectively connected to the two side plates. The side plates, the bottom plates and the top plates together form a cavity for accommodating the vehicle. The constraint section and the protection section are respectively arranged in the cavity at the fork. The constraint section and the protection section are both fixed to the same side of the double-track running track or are respectively fixed to both sides of the double-track running track.

6. The anti-derailment track according to claim 4, characterized in that: At the fork, in the two anti-derailment parts respectively arranged on both sides, the ends of the two restraining sections away from the protection section are respectively located at different positions.

7. An anti-derailment system, characterized in that: The invention comprises an anti-derail track, a vehicle and a track-changing device as described in any one of claims 1 to 6, wherein the track-changing device is provided with a limiting component adapted to the anti-derail part, the track-changing device is fixed to the vehicle, the vehicle runs along the track body, a turnout is provided at the fork of the anti-derail track, and when the track-changing device is in place, the track-changing wheel on one side cooperates with the turnout on the corresponding side, and the limiting component on this side is stuck above the constraint section on this side; when the vehicle runs in a parallel flow direction and the track-changing device is not in place, the protection section arranged on one side of the track body drives the track-changing wheel on this side to move into place by squeezing the limiting component on this side.

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