Turnout beam, high-speed maglev turnout and switching control method

Abstract

The application provides a turnout beam, which comprises a plurality of beam body units connected in sequence, the beam body unit comprises a box beam, an inner lateral transverse rib plate and a side edge assembly, a plurality of inner lateral transverse rib plates and a plurality of side edge assemblies are arranged on both sides of the box beam along the length direction at intervals, and the inner lateral transverse rib plates and the side edge assemblies on both sides of the box beam are symmetrically arranged; the length direction of the side edge assembly is parallel to the length direction of the box beam, a single side edge assembly is connected with a plurality of inner lateral transverse rib plates corresponding to the single side edge assembly, and the upper top surface of the side edge assembly is flush with the upper top surface of the box beam. The structural form of the turnout beam of the application can effectively reduce the driving force required when the line type is switched, compared with the existing turnout beam. The application further provides a high-speed magnetic levitation turnout and a switching control method thereof, the switching time is less than or equal to 24s, the lateral line type precision error is within 2mm per full line length, the line type fitting precision is not less than the existing eight-car arrangement scheme, and the driving force is much smaller than the three-car arrangement scheme.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a turnout beam, a high-speed maglev turnout, and a switching control method. Background Technology

[0002] Lateral low-speed high-speed maglev turnouts are used in stations and vehicle depots, and are part of the railway infrastructure. Their structure and condition directly affect the safety, smoothness, and passenger comfort of train operation.

[0003] In existing technologies, a trolley is typically used to drive the turnout beam to undergo elastic deformation, switching between the forward and lateral lines to achieve a turnout. Therefore, the structural form of the turnout beam is crucial to the ease with which it undergoes elastic deformation; greater stiffness requires a greater driving force for turning, and vice versa. While reducing the stiffness of the turnout beam can indeed facilitate turning, it would also lead to the turnout beam's structural strength failing to meet specifications. Therefore, how to reduce the driving force required for turnout turning while simultaneously ensuring its necessary stiffness is one of the key research focuses for turnout beams.

[0004] Furthermore, for maglev turnouts, the arrangement of the trolleys and the selection of the lateral line alignment are also key research areas. Patent applications CN202010336070.X and CN202010336084.1 both disclose relevant technical solutions. The former discloses a scheme using eight trolleys to achieve the switch, while the latter discloses a scheme using three trolleys. For turnouts, more trolleys certainly result in higher alignment fitting accuracy, but this also increases the difficulty of coordinated control between trolleys and raises the arrangement cost. Simply reducing the number of trolleys, while not posing a control difficulty problem, leads to a higher driving force required for switching, and also reduces alignment fitting accuracy. Therefore, the arrangement of the drive trolleys is equally crucial for maglev turnouts.

[0005] In summary, there is an urgent need for a turnout beam, a high-speed maglev turnout, and a switching control method to solve the problems existing in the current technology. Summary of the Invention

[0006] The purpose of this invention is to provide a turnout beam that reduces the driving force required for turnout switching. The specific technical solution is as follows:

[0007] A turnout beam includes multiple beam units connected in sequence. Each beam unit includes a box girder, inner transverse stiffeners, and side assemblies. Both sides of the box girder are provided with multiple inner transverse stiffeners and multiple side assemblies spaced apart along the length direction. The inner transverse stiffeners and side assemblies on both sides of the box girder are symmetrically arranged. The length direction of the side assemblies is parallel to the length direction of the box girder, and each side assembly is connected to its corresponding multiple inner transverse stiffeners. The top surface of the side assemblies is flush with the top surface of the box girder.

[0008] In the preferred embodiment of the above technical solution, the box girder is composed of an upper cover plate, a lower cover plate, and two web plates; both sides of the upper cover plate are provided with multiple protruding plates at intervals along the length direction, and the protruding plates on both sides of the upper cover plate are symmetrically arranged; a notch is formed between two adjacent protruding plates in the length direction.

[0009] The side assembly includes a functional component and a side plate disposed on the inner transverse stiffener. The upper top surface of the side plate is flush with the upper top surface of the upper cover plate. The functional component is disposed on the side plate. The side plate is provided with at least one recess two on the side near the upper cover plate. The portion of this side, excluding recess two, extends into recess one. The protruding plate one extends into recess two.

[0010] In the preferred embodiment of the above technical solution, the side plate includes a main plate and a plurality of protruding plates II disposed on one side of the main plate and arranged along the length direction of the main plate, with gaps between adjacent protruding plates II, the main plate being disposed on the inner transverse stiffener, and the recess II being located on the side of the protruding plates II away from the main plate.

[0011] In a preferred embodiment of the above technical solution, the functional component includes a connecting plate, outer transverse stiffeners, a π-shaped plate, a side guide plate, and a sliding plate. The connecting plate and the side guide plate are arranged in parallel and connected by multiple outer transverse stiffeners. The connecting plate, the side guide plate, and the outer transverse stiffeners are all connected to the bottom surface of the main plate. The side of the connecting plate facing away from the side guide plate is connected to the outer side of the inner transverse stiffener. The π-shaped plate is connected to the bottom surface of the connecting plate and / or the bottom surface of the outer transverse stiffener. The top surface of the main plate is provided with a sliding plate, and the length direction of the main plate is parallel to the length direction of the sliding plate.

[0012] In the preferred embodiment of the above technical solution, at least one support is provided on both sides of the beam unit, and the supports on both sides of the beam unit are symmetrically arranged.

[0013] In the preferred embodiment of the above technical solutions, adjacent beam units are connected by an overlap plate; an overlap cover is also provided at the overlap between the two lower cover plates of adjacent beam units.

[0014] In the preferred embodiment of the above technical solutions, the lengths of the side components are the same; or, the lengths of the side components gradually decrease from both ends of the beam unit toward the middle; or, the lengths of the side components gradually decrease along the length direction of the beam unit.

[0015] The turnout beam of this invention features side components laid in segments along a box girder. It employs a structure where the top cover plate and side plates engage in a convex-concave fit, ensuring that the top surfaces of the side plates and the top cover plate are flat. Simultaneously, the structural design of the side plates reduces their own rigidity. During track switching, only a driving force is needed to induce elastic deformation in the box girder. Due to the gaps between adjacent side components and the structural design of the side plates (preventing interference during track switching), the side components experience virtually no resistance during track switching. Compared to existing turnout beams, the turnout beam structure of this invention effectively reduces the driving force required for track switching while still maintaining the original functional requirements of the turnout beam.

[0016] The present invention also provides a high-speed maglev turnout, wherein the lateral lines of the turnout are a first spiral curve, a circular curve, and a second spiral curve connected sequentially from the beginning to the end; the turnout includes the aforementioned turnout beam and 0# trolley, 1# trolley, 2# trolley, 3# trolley, 4# trolley, and 5# trolley arranged sequentially along the length of the turnout beam, wherein 0# trolley is a fixed trolley, 1# trolley, 4# trolley, and 5# trolley are active trolleys, and 2# trolley and 3# trolley are driven trolleys; 0# trolley is located at the left end of the first spiral curve, 1# trolley is located at the transition point between the first spiral curve and the circular curve, 2# trolley and 3# trolley are located within the circular curve, 4# trolley is located at the transition point between the circular curve and the second spiral curve, and 5# trolley is located at the right end of the second spiral curve.

[0017] The present invention also provides a switching control method for the above-mentioned high-speed maglev turnout, as follows:

[0018] The control steps for switching from a forward lane to a lateral lane are as follows:

[0019] Step A1: The drive motors of trolley #1, trolley #4 and trolley #5 run at the same angular velocity. After trolley #1 moves into position, the parking brake is applied to it.

[0020] Step A2: The drive motors of trolley #4 and trolley #5 continue to run at the same angular velocity. After trolley #4 moves into position, the parking brake is applied to it.

[0021] Step A3: The drive motor of trolley #5 continues to move at the rated speed. After it reaches the position, the parking brake is applied to trolley #5, and the switching is completed.

[0022] The control steps for switching from a lateral line to a forward line are as follows:

[0023] Step B1: The drive motor of trolley #5 runs at its rated speed until the angle between trolley #5 and trolley #4 is 0, at which point the drive motor of trolley #4 starts running.

[0024] Step B2: Cart #5 and Cart #4 run at the same angular velocity until the angle between Cart #2 and Cart #1 is 0, at which point the drive motor of Cart #1 starts running;

[0025] Step B3: The drive motors of trolleys #1, #4, and #5 continue to run at the same angular velocity. When trolleys #1, #4, and #5 reach the stop position on the forward line, the parking brake is applied respectively, and the switching is completed.

[0026] In the preferred embodiment of the above technical solution, in steps A1 and B3, when trolley #1, trolley #4 and trolley #5 are running, the speed and position signals of trolley #1, trolley #4 and trolley #5 are synchronously fed back to the control unit based on the position and speed of trolley #5. The control unit controls the rotation speed of the drive motors of trolley #1, trolley #4 and trolley #5 respectively according to the obtained speed and position deviations.

[0027] In step A2, when trolley #4 and trolley #5 are running, the speed and position signals of trolley #4 and trolley #5 are synchronously fed back to the control unit based on the position and speed of trolley #5. The control unit controls the speed of the drive motors of trolley #4 and trolley #5 respectively according to the obtained speed and position deviations.

[0028] The turnout of this invention employs a turnout beam that reduces the required driving force, and fits the lateral line using a first spiral curve, a circular curve, and a second spiral curve. Combined with the arrangement of 1#-5# trolleys and the switching control method, it can achieve a switching time ≤24s and a lateral alignment accuracy error within 2mm / total line length. After geometric and dynamic characteristic analysis of the turnout structure, it meets the requirements of the high-speed maglev turnout standard for a lateral low-speed high-speed turnout with a lateral passing speed of 98km / h and a straight passing speed of 600km / h. Through iterative simulation calculation and analysis of the drive point arrangement, the alignment accuracy of the arrangement scheme of this invention is no less than that of the existing eight-trolley arrangement scheme, and the driving force is much less than that of the three-trolley arrangement scheme.

[0029] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0030] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0031] Figure 1 This is a first-person view structural diagram of the turnout beam;

[0032] Figure 2 This is a structural schematic diagram of the turnout beam from a second perspective;

[0033] Figure 3 This is a structural schematic diagram of the top cover plate;

[0034] Figure 4 This is a structural diagram of the side panel;

[0035] Figure 5 This is a schematic diagram of the overlap between adjacent beam units;

[0036] Figure 6 This is a schematic diagram of the structure of a high-speed maglev turnout;

[0037] Figure 7 This is a structural diagram of the pier beams;

[0038] Figure 8 This is a schematic diagram of the turnout alignment;

[0039] Among them, 1. Turnout beam, 2. 0# trolley, 3. 1# trolley, 4. 2# trolley, 5. 3# trolley, 6. 4# trolley, 7. 5# trolley, 8. Stacking beam, 9. Foundation platform;

[0040] 1.1 Top cover plate; 1.1.1 Protruding plate one; 1.1.2 Recess one; 1.2 Bottom cover plate; 1.3 Web plate; 1.4 Side plate; 1.4.1 Main plate; 1.4.2 Protruding plate two; 1.4.3 Recess two; 1.5 Inner transverse stiffener; 1.6 Connecting plate; 1.7 Outer transverse stiffener; 1.8 π-shaped plate; 1.9 Side guide plate; 1.10 Sliding skid plate; 1.11 Support; 1.12 Locking plate; 1.13 Overlap plate; 1.14 Overlap cover;

[0041] 8.1 Guide rollers. Detailed Implementation

[0042] To facilitate understanding of the present invention, a more comprehensive description is provided below, along with preferred embodiments. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a thorough and complete understanding of the disclosure of the present invention.

[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0044] Example 1:

[0045] like Figures 1-5 As shown, a turnout beam, specifically a maglev turnout beam, comprises multiple beam units connected sequentially. Each beam unit includes a box girder, inner transverse stiffeners 1.5, and side assemblies. Multiple inner transverse stiffeners 1.5 and multiple side assemblies are spaced along the length direction on both sides of the box girder (the spacing between adjacent inner transverse stiffeners differs from the spacing between adjacent side assemblies). The inner transverse stiffeners 1.5 and side assemblies on both sides of the box girder are symmetrically arranged. The length direction of each side assembly is parallel to the length direction of the box girder, and each side assembly is connected to its corresponding multiple inner transverse stiffeners 1.5. A gap (the spacing distance) is left between adjacent side assemblies. The top surface of each side assembly is flush with the top surface of the box girder.

[0046] Furthermore, the box girder is composed of an upper cover plate 1.1, a lower cover plate 1.2, and two web plates 1.3, wherein the upper and lower cover plates are arranged opposite each other, and the web plates are connected to both sides respectively. The box girder is a rectangular box girder, wherein the long side of the rectangle is parallel to the height direction of the turnout beam, and the short side of the rectangle is perpendicular to the length direction of the turnout beam. Therefore, the cross-sectional area of ​​deformation of the turnout beam during switching is smaller, while ensuring that the stiffness of the turnout beam meets the requirements. In this embodiment, the turnout beam only needs to provide a driving force to cause elastic deformation of the box girder when switching the line type. Since the side components are set on the inner transverse stiffeners and there is a gap between adjacent side components (to prevent interference during line type switching), the side components have basically no resistance to line type switching. This structural form can effectively reduce the driving force required for line type switching compared to existing turnout beams.

[0047] See Figure 3 The upper cover plate 1.1 has multiple protruding plates 1.1.1 spaced apart along the length direction on both sides, and the protruding plates 1.1.1 on both sides of the upper cover plate 1.1 are symmetrically arranged; a notch 1.1.2 is formed between two adjacent protruding plates 1.1.1 in the length direction.

[0048] Furthermore, the side assembly includes a functional component and a side plate 1.4 disposed on the inner transverse stiffener 1.5. The upper top surface of the side plate 1.4 is flush with the upper top surface of the upper cover plate 1.1. The functional component is disposed on the side plate 1.4. The side plate 1.4 has at least one recess 1.4.3 on the side near the upper cover plate 1.1. The portion of this side, excluding recess 1.4.3, extends into recess 1.1.2, and the protruding plate 1.1.1 extends into recess 1.4.3. Figure 1 As shown, the top cover plate and the side plate have a concave-convex fit structure, and there is a gap between them.

[0049] See Figure 4 The side plate 1.4 includes a main plate 1.4.1 and a plurality of protruding plates 1.4.2 disposed on one side of the main plate 1.4.1 and arranged along the length of the main plate. There is a gap between adjacent protruding plates 1.4.2. The main plate 1.4.1 is disposed on the inner transverse stiffener 1.5. The recess 1.4.3 is located on the side of the protruding plates 1.4.2 away from the main plate 1.4.1.

[0050] Furthermore, the notch second can be configured in various ways. For example... Figure 4 As shown, if the length of one of the protruding plates 1.4.2 is set to be shorter, then the protruding plate 1.4.2 and the two protruding plates 1.4.2 on both sides form a recess 1.4.3; Alternatively, a recess 2 can be made on a single protruding plate 1.4.2; those skilled in the art will understand that the length and depth of the recess 2 and the number of protruding plates 1.4.2 can be flexibly designed.

[0051] Furthermore, the protruding plate one and the recess two, and the recess one and the protruding plate two are configured in a one-to-one correspondence; however, the recess one on the side plate and the top cover plate can be configured in a one-to-one correspondence, or one side plate can correspond to multiple recess one (e.g., corresponding to two recess one, etc.); therefore, in the actual design, the specific structural form and fitting form of the side plate and the top cover plate can be adjusted according to the actual needs.

[0052] See Figure 1The functional components include a connecting plate 1.6, outer transverse stiffeners 1.7, a π-shaped plate 1.8, a side guide plate 1.9, and a skid plate 1.10. The connecting plate 1.6 and the side guide plate 1.9 are arranged in parallel and connected by multiple outer transverse stiffeners 1.7. The connecting plate 1.6, the side guide plate 1.9, and the outer transverse stiffeners 1.7 are all connected to the bottom surface of the main plate 1.4.1. The side of the connecting plate 1.6 away from the side guide plate is connected to the outer side of the inner transverse stiffener (the outer side of the inner transverse stiffener refers to the side of the inner transverse stiffener away from the box girder). The π-shaped plate 1.8 is connected to the bottom surface of the connecting plate and / or the bottom surface of the outer transverse stiffeners 1.7. The top surface of the main plate 1.4.1 is provided with a skid plate 1.10, and the length direction of the main plate is parallel to the length direction of the skid plate. Specifically, in this embodiment, the planes of the outer transverse stiffeners and the inner transverse stiffeners are perpendicular to the length direction of the turnout beam.

[0053] In this embodiment, the π-shaped plate 1.8 is used to install the long stator and the energized coil to provide a magnetic field; the side guide plate serves to reduce magnetic leakage, increase magnetic force, and protect the energized coil; the skid plate is used to support the wheel support surface or the running surface when the maglev vehicle is parked or in other non-suspended conditions.

[0054] See Figure 1 and Figure 2 Each side of the beam unit is provided with at least one support 1.11, and the supports on both sides of the beam unit are symmetrically arranged; the supports are used to install the turnout beam onto the trolley, and the turnout beam is driven by the trolley to switch between the forward line and the lateral line, that is, the turnout beam is driven by the trolley to undergo elastic deformation.

[0055] Preferably, the lengths of the side components are the same; or, the lengths of the side components gradually decrease from both ends of the beam unit toward the middle; or, the lengths of the side components gradually decrease along the length direction of the beam unit.

[0056] If the length of the side component changes, then the length of the notch on the top cover plate also needs to change accordingly. Furthermore, theoretically, the more segments the side component is divided into on a single beam unit, the smaller the driving force required for the elastic deformation of the turnout beam will be.

[0057] like Figure 5 As shown, adjacent beam units are connected by lap plates 1.13. In this embodiment, adjacent upper cover plates, adjacent web plates, and adjacent lower cover plates are all connected by lap plates. The lap plates are fixed to the two beam units by high-strength bolts. Preferably, an lap cover 1.14 is also provided at the lap joint between the two lower cover plates 1.2 between adjacent beam units.

[0058] The structure employing a convex-concave fit between the top cover plate and the side plate ensures that the top surfaces of both the side plate and the top cover plate are flat. Simultaneously, the structural design of the side plate reduces its own rigidity. The side plate consists of a main plate and multiple protruding plates. While reducing rigidity, the elastic force generated by the side plate during bending of the turnout beam increases the local strength of the beam, thereby extending its service life. The structural design in this embodiment ensures the original functional and rigidity requirements of the maglev turnout beam while effectively reducing the driving force for line switching.

[0059] Example 2:

[0060] See Figures 6-8 This embodiment provides a high-speed maglev turnout. In this embodiment, the lateral lines of the turnout are a first spiral curve, a circular curve, and a second spiral curve connected sequentially from the beginning to the end. In this embodiment, the transition curve adopts a spiral curve, the curvature k changes linearly with the arc length l, and the radius of the circular curve is greater than 650m, which can effectively shorten the length of the turnout.

[0061] Specifically, the turnout includes the turnout beam in Embodiment 1 and trolleys 0#2, 1#3, 2#4, 3#5, 4#6, and 5#7 arranged sequentially along the length of the turnout beam. Trolley 0# is a fixed trolley, trolleys 1#, 4#, and 5# are active trolleys, and trolleys 2# and 3# are driven trolleys. Trolley 0# is located at the left end of the first spiral curve, trolley 1# is located at the transition point between the first spiral curve and the circular curve, trolleys 2# and 3# are located within the circular curve, trolley 4# is located at the transition point between the circular curve and the second spiral curve, and trolley 5# is located at the right end of the second spiral curve.

[0062] In practical applications, the left endpoint of the first spiral curve connects with the straight section of the turnout beam 8 at the front end, while the right endpoint of the second spiral curve connects with the back end of the turnout beam on either the forward or lateral line. Through the coordinated action of each trolley, the turnout beam undergoes elastic deformation, enabling the turnout beam to switch back and forth between the lateral line back end and the forward line back end.

[0063] The structure of the pier beam is as follows Figure 7 As shown, a pair of guide rollers 8.1 are provided on one side of the pier beam that connects to the turnout beam. A pin is allowed to be inserted between the two guide rollers, and the guide rollers guide the pin. After the turnout beam is aligned with the pier beam of the lateral line or the forward line, the pier beam and the turnout beam are locked together by the pin.

[0064] In this embodiment, the turnout beam is composed of three beam units. The first and last ends of the turnout beam are provided with locking plates 1.12 inside the box beam. The locking plates are provided with through holes for pins to pass through, so as to connect the first and last ends of the turnout beam to the stack beam respectively.

[0065] The trolley structure in this embodiment is existing technology and does not require detailed explanation. Preferably, the trolley in this embodiment uses a circular arc track.

[0066] Each trolley is set on the foundation platform 9. The foundation platform 6 bears and transmits the forces and moments when the turnout beam is switched and the vehicle passes. The settlement value of the foundation platform should be within the allowable range to ensure the safety of the turnout. At the same time, the top surface of the foundation platform and the top surface of the arc track should be kept horizontal to provide a high-precision guide surface and support surface for the movement of the trolley. In this embodiment, a high-precision foundation plate with a strength of not less than C60 concrete is used as the foundation platform.

[0067] The turnout also includes a control system and a power supply system. The control system includes a control unit and detection devices, such as speed sensors and proximity switches, which can be used to detect movement speed and perform functions like hard limit switches. The control unit is used to control the movement of each car, the parking brake, and the locking of the car with the beam. In this embodiment, the control unit is preferably a PLC. The power supply system includes a normal power supply circuit and an emergency circuit. Only one of the normal power supply circuit or the emergency circuit needs to be used for power supply, and the circuit can be switched manually. The emergency circuit is mainly used to deal with special situations such as power outages.

[0068] This embodiment also provides a switching control method for the high-speed maglev turnout, as follows:

[0069] The control steps for switching from a forward lane to a lateral lane are as follows:

[0070] Step A1: The drive motors of trolleys #1, #4, and #5 operate at the same angular velocity. After trolley #1 reaches its position, a parking brake is applied. During operation, using the position and speed of trolley #5 as a reference, the speed and position signals of trolleys #1, #4, and #5 are synchronously fed back to the control unit. The control unit controls the rotational speed of the drive motors of trolleys #1, #4, and #5 respectively based on the obtained speed and position deviations. This refers to the speed and position deviations among trolleys #1, #4, and #5.

[0071] Step A2: The drive motors of trolleys #4 and #5 continue to run at the same angular velocity. After trolley #4 reaches its position, a parking brake is applied to it. During operation, using the position and speed of trolley #5 as a reference, the speed and position signals of trolleys #4 and #5 are synchronously fed back to the control unit. The control unit controls the rotational speed of the drive motors of trolleys #4 and #5 respectively based on the obtained speed and position deviations. This refers to the speed and position deviations between trolleys #4 and #5.

[0072] Step A3: The drive motor of trolley #5 continues to move at the rated speed. After it reaches the position, the parking brake is applied to trolley #5, and the switching is completed.

[0073] The control steps for switching from a lateral line to a forward line are as follows:

[0074] Step B1: The drive motor of trolley #5 runs at its rated speed until the angle between trolley #5 and trolley #4 is 0, at which point the drive motor of trolley #4 starts running.

[0075] Step B2: Cart #5 and Cart #4 run at the same angular velocity until the angle between Cart #2 and Cart #1 is 0, at which point the drive motor of Cart #1 starts running;

[0076] Step B3: The drive motors of trolleys #1, #4, and #5 continue to run at the same angular velocity. When trolleys #1, #4, and #5 reach the stop position on the forward line, parking brakes are applied respectively, and the switching is completed. During operation, using the position and speed of trolley #5 as a reference, the speed and position signals of trolleys #1, #4, and #5 are synchronously fed back to the control unit. The control unit controls the rotational speed of the drive motors of trolleys #1, #4, and #5 respectively based on the obtained speed and position deviations. This refers to the speed and position deviations among trolleys #1, #4, and #5.

[0077] By adopting the arrangement scheme and switching control method of trolleys 1#-5# in this embodiment, the switching time can be ≤24s and the lateral alignment accuracy error can be within 2mm / the entire line length. After geometric and dynamic characteristic analysis, the turnout structure in this embodiment meets the design speed and comfort requirements. After iterative simulation calculation and analysis of the drive point arrangement, the alignment accuracy of the arrangement scheme in this embodiment is no less than that of the existing eight-trolley arrangement scheme, and the driving force is much less than that of the three-trolley arrangement scheme.

[0078] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A high-speed maglev turnout, comprising a turnout beam, characterized in that, The lateral lines of the turnout are, from the beginning to the end, a first spiral curve, a circular curve, and a second spiral curve connected in sequence; the turnout includes a turnout beam and 0# trolley (2), 1# trolley (3), 2# trolley (4), 3# trolley (5), 4# trolley (6), and 5# trolley (7) arranged in sequence along the length of the turnout beam, wherein 0# trolley is a fixed trolley, 1# trolley, 4# trolley, and 5# trolley are active trolleys, and 2# trolley and 3# trolley are driven trolleys; 0# trolley is located at the left end of the first spiral curve, 1# trolley is located at the transition point between the first spiral curve and the circular curve, 2# trolley and 3# trolley are located in the circular curve, 4# trolley is located at the transition point between the circular curve and the second spiral curve, and 5# trolley is located at the right end of the second spiral curve; The left end of the first spiral curve connects with the stack beam (8) of the straight section at the front end of the turnout beam, and the right end of the second spiral curve connects with the stack beam of the forward or lateral line at the rear end of the turnout beam. Through the coordinated action between each trolley, the turnout beam undergoes elastic deformation, and the turnout beam switches back and forth between the stack beam (8) of the lateral line and the stack beam (8) of the forward line. A pair of guide rollers (8.1) are provided on one side of the pier beam that connects to the turnout beam. A pin is allowed to be inserted between the two guide rollers, and the guide rollers guide the pin. After the turnout beam is aligned with the pier beam of the lateral line or the forward line, the pier beam and the turnout beam are locked together by the pin. The turnout beam is made up of three beam units. The first and last ends of the turnout beam are equipped with locking plates (1.12) inside the box beam. The locking plates are provided with through holes for pins to pass through, so as to connect the first and last ends of the turnout beam to the stack beam respectively. Each vehicle is set on the foundation platform (9). The foundation platform (6) bears and transmits the force and moment when the turnout beam is switched and the vehicle passes. The settlement value of the foundation platform should be within the allowable range to ensure the safety of the turnout. At the same time, the top surface of the foundation platform and the top surface of the arc track should be kept horizontal. A high-precision foundation plate with a strength of not less than C60 concrete is used as the foundation platform. The turnout also includes a control system and a power supply system, wherein the control system includes a control unit and detection devices; The turnout beam comprises multiple beam units connected in sequence. Each beam unit includes a box girder, inner transverse stiffeners (1.5), and side components. Both sides of the box girder are provided with multiple inner transverse stiffeners (1.5) and multiple side components spaced apart along the length direction. The inner transverse stiffeners (1.5) and side components on both sides of the box girder are symmetrically arranged. The length direction of the side components is parallel to the length direction of the box girder, and each side component is connected to its corresponding multiple inner transverse stiffeners (1.5). The top surface of the side components is flush with the top surface of the box girder.

2. The high-speed maglev turnout according to claim 1, characterized in that, The box girder is composed of an upper cover plate (1.1), a lower cover plate (1.2), and two web plates (1.3); the upper cover plate (1.1) has multiple protruding plates (1.1.1) spaced apart along the length direction on both sides, and the protruding plates on both sides of the upper cover plate (1.1) are symmetrically arranged; a notch (1.1.2) is formed between two adjacent protruding plates (1.1.1) in the length direction; The side assembly includes a functional component and a side plate (1.4) disposed on the inner transverse stiffener (1.5). The upper top surface of the side plate (1.4) is flush with the upper top surface of the upper cover plate (1.1). The functional component is disposed on the side plate (1.4). The side plate (1.4) is provided with at least one recess two (1.4.3) on the side near the upper cover plate (1.1). The portion of this side, excluding recess two (1.4.3), extends into recess one (1.1.2). The protruding plate one (1.1.1) extends into recess two (1.4.3).

3. The high-speed maglev turnout according to claim 2, characterized in that, The side plate (1.4) includes a main plate (1.4.1) and a plurality of protruding plates (1.4.2) disposed on one side of the main plate (1.4.1) and arranged along the length of the main plate. There is a gap between adjacent protruding plates (1.4.2). The main plate (1.4.1) is disposed on the inner transverse stiffener (1.5). The recess (1.4.3) is located on the side of the protruding plate (1.4.2) away from the main plate (1.4.1).

4. The high-speed maglev turnout according to claim 3, characterized in that, The functional components include a connecting plate (1.6), an outer transverse stiffener (1.7), a π-shaped plate (1.8), a side guide plate (1.9), and a sliding plate (1.10). The connecting plate (1.6) and the side guide plate (1.9) are arranged in parallel and connected by multiple outer transverse stiffeners (1.7). The connecting plate (1.6), the side guide plate (1.9), and the outer transverse stiffeners (1.7) are all connected to the bottom surface of the main plate (1.4.1). The side of the connecting plate (1.6) facing away from the side guide plate is connected to the outer side of the inner transverse stiffener. The π-shaped plate (1.8) is connected to the bottom surface of the connecting plate and / or the bottom surface of the outer transverse stiffeners (1.7). The top surface of the main plate (1.4.1) is provided with a sliding plate (1.10), and the length direction of the main plate is parallel to the length direction of the sliding plate.

5. The high-speed maglev turnout according to claim 1, characterized in that, At least one support (1.11) is provided on both sides of the beam unit, and the supports on both sides of the beam unit are symmetrically arranged.

6. The high-speed maglev turnout according to claim 1, characterized in that, Adjacent beam units are connected by an overlap plate (1.13); an overlap cover (1.14) is also provided at the overlap between the two lower cover plates (1.2) of adjacent beam units.

7. The high-speed maglev turnout according to any one of claims 1-6, characterized in that, The lengths of all side components are the same; or, the lengths of the side components gradually decrease from both ends of the beam element towards the middle; or, the lengths of the side components gradually decrease along the length direction of the beam element.

8. A switching control method for a high-speed maglev turnout as described in claim 1, characterized in that, Specifically as follows: The control steps for switching from a forward lane to a lateral lane are as follows: Step A1: The drive motors of trolley #1, trolley #4 and trolley #5 run at the same angular velocity. After trolley #1 moves into position, the parking brake is applied to it. Step A2: The drive motors of trolley #4 and trolley #5 continue to run at the same angular velocity. After trolley #4 moves into position, the parking brake is applied to it. Step A3: The drive motor of trolley #5 continues to move at the rated speed. After it reaches the position, the parking brake is applied to trolley #5, and the switching is completed. The control steps for switching from a lateral line to a forward line are as follows: Step B1: The drive motor of trolley #5 runs at its rated speed until the angle between trolley #5 and trolley #4 is 0, at which point the drive motor of trolley #4 starts running. Step B2: Cart #5 and Cart #4 run at the same angular velocity until the angle between Cart #2 and Cart #1 is 0, at which point the drive motor of Cart #1 starts running; Step B3: The drive motors of trolleys #1, #4, and #5 continue to run at the same angular velocity. When trolleys #1, #4, and #5 reach the stop position on the forward line, the parking brake is applied respectively, and the switching is completed.

9. The switching control method for high-speed maglev turnouts according to claim 8, characterized in that: In steps A1 and B3, when trolley #1, trolley #4 and trolley #5 are running, the speed and position signals of trolley #1, trolley #4 and trolley #5 are synchronously fed back to the control unit based on the position and speed of trolley #5. The control unit controls the speed of the drive motors of trolley #1, trolley #4 and trolley #5 respectively according to the obtained speed and position deviations. In step A2, when trolley #4 and trolley #5 are running, the speed and position signals of trolley #4 and trolley #5 are synchronously fed back to the control unit based on the position and speed of trolley #5. The control unit controls the speed of the drive motors of trolley #4 and trolley #5 respectively according to the obtained speed and position deviations.

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