An apparatus for preventing train derailment by using existing tracks

Abstract

The present invention relates to the technical field of rack railway trains, and specifically discloses a device for preventing train derailment by using existing tracks, comprising: a limiting device: including two limiting arms, and the two limiting arms are respectively located on both sides of the rack rail; an adjusting component: used to drive the limiting arm away from the rack rail to a position higher than the top surface of the rack rail, and drive the limiting arm to reset. By using this device, it can effectively prevent the derailment of rack railway trains, and there is no need to build new tracks, with low construction cost. It can be applied to lines with turnout areas, has a wider applicability, and is conducive to large-scale popularization and application in mountainous areas and tourist scenic spots.

Description

Technical Field

[0001] The present invention relates to the technical field of rack railways, and particularly to a device for preventing train derailment by using existing tracks. Background Art

[0002] Rail transit, with its many advantages such as fast transportation, large transportation volume, energy conservation, and environmental protection, has gradually become the preferred means of transportation for people during the urbanization process, and effectively alleviated problems such as traffic congestion and long-distance transportation in large and medium-sized cities.

[0003] Rail transit vehicles run on two parallel steel rails through wheel-rail systems, and there is no strong rigid constraint between the wheel-rail and the steel rails. Under normal driving conditions, the wheel set can move laterally a small distance relative to the steel rail. However, when the lateral displacement increases further, the side of the steel rail will contact the protruding flange of the wheel, blocking further lateral movement of the wheel set and preventing the vehicle from derailing.

[0004] However, under conditions such as earthquakes, sections with small curve radii, strong crosswinds, and severely abnormal tracks, the interaction between the wheel flange and the track is insufficient to prevent train derailment, and the wheels will continue to move laterally until they completely leave the track. Once a train derails, serious safety accidents will occur, directly endangering the lives and property safety of passengers. Especially for mountain rack railways with large slopes and generally built along the mountain edge, the losses after derailment will be even more serious, and the requirements for anti-derailment are higher.

[0005] Existing devices for preventing train derailment usually set up guard rails between two tracks. When the lateral displacement of the wheel set is too large, the head of the guard rail will contact the back of the wheel, blocking further lateral movement of the wheel set and preventing the vehicle from derailing. This system requires the construction of new tracks, with high costs and large maintenance workloads. Summary of the Invention

[0006] The purpose of the present invention is to overcome the above deficiencies that existing derailment prevention devices are difficult to apply to mountain rack railway lines, and to provide a device for preventing train derailment by using existing tracks.

[0007] To achieve the above purpose, the present invention provides the following technical solutions:

[0008] A device for preventing train derailment by using existing tracks, comprising:

[0009] A limiting device: comprising two limiting arms, and the two limiting arms are respectively located on both sides of the rack rail;

[0010] An adjusting component: used to drive the limiting arm away from the rack rail to a position higher than the top surface of the rack rail, and to drive the limiting arm to reset.

[0011] There should be a gap between the limiting arm and the side of the rack rail to avoid interfering with train operation.

[0012] Adopting a device for preventing train derailment by utilizing existing tracks according to the present invention, two limiting arms are respectively arranged on both sides of the rack rail to form a limit, making full use of the existing tracks to effectively prevent train derailment, ensuring the stable operation of the vehicle, avoiding the construction of new tracks, being beneficial to saving investment, achieving true derailment prevention rather than anti-rolling after derailment. When the train travels to the turnout section, the adjusting component can drive the limiting arm to lift above the rack rail, thereby avoiding interference with the turnout area track. After passing through the turnout area, the adjusting component drives the limiting arm to reset and restore the derailment prevention limiting state. The adjusting device can drive the limiting arm to lift as needed, such as by using existing lifting devices, rotating devices, etc. One adjusting component can correspond to each of the two limiting arms, or the two limiting arms can share one adjusting component. Using this device can effectively prevent the derailment of rack trains, without the need to build new tracks, with low construction costs, being applicable to lines with turnout areas, having a wider applicability, and being conducive to large-scale popularization and application in mountainous areas and tourist attractions.

[0013] Preferably, the rack rail includes a web section and a tooth groove section, the width of the web section is smaller than the width of the tooth groove section, and the two limiting arms are respectively located on both sides of the web section; when in a non-turnout section, the distance between the two limiting arms is smaller than the width of the tooth groove section.

[0014] Further forming a vertical limit is beneficial to improving the derailment prevention effect. In this scheme, the limiting arm first moves horizontally away from the rack rail and then lifts above the rack rail.

[0015] More preferably, the adjusting component includes a screw rod and a housing. The screw rod is rotatably connected to the housing. The housing is provided with a guiding groove whose width is adapted to the width of the limiting arm. The limiting arm passes through the guiding groove and is rotatably connected to the screw rod. One end of the guiding groove away from the rack rail has a flared section. Rotating the screw rod can drive the limiting arm to move away from the rack rail along the guiding groove to the flared section and then rotate above the top surface of the rack rail.

[0016] Limited by the guiding groove, the limiting arm will translate to the flared section and then rotate and lift. Each of the two limiting arms can correspond to a screw rod, or a screw rod with right-handed and left-handed threads can be used to drive the two limiting arms respectively.

[0017] More preferably, it further includes a driving component, and the driving component drives the screw rod to rotate through a transmission rod.

[0018] The transmission rod and the screw rod are engaged by gears, and the transmission ratio is designed according to actual needs.

[0019] More preferably, the driving component includes:

[0020] The first beam body is located between the tooth rail and the steel rail. The first beam body is arranged in the front section or the rear section of the turnout area. The first beam body includes a first slope section, and the first slope section is an uphill slope.

[0021] The driving arm is fixedly connected to the transmission rod. The driving arm can walk along the first slope section through the rollers at its bottom to form rotation, thereby driving the transmission rod to rotate.

[0022] The locking member can limit the rotation of the driving arm.

[0023] When the driving arm walks along the first slope section and can drive the limiting arm away from the tooth rail to a height higher than the top surface of the tooth rail, the driving arm can drive the limiting arm to reset under the action of gravity; when the driving arm can drive the limiting arm away from the tooth rail to a height higher than the top surface of the tooth rail under the action of gravity, the driving arm walking on the first slope section can drive the limiting arm to reset.

[0024] The first slope section is an uphill slope, which is convenient for the starting height of the first slope section to be lower than the bottom surface height of the driving arm entering this section, facilitating smooth operation.

[0025] Through the cooperation of the first beam body and the driving arm to drive the transmission rod to rotate, a pure mechanical structure is adopted for driving, further reducing costs. With the cooperation of the locking member, it can prevent the driving arm of the cantilever structure from rotating due to the inertia of the train operation, thereby affecting the limiting effect or the safety of passing through the turnout area.

[0026] Further preferably, the transmission rod includes a clamping section, and the cross-sectional shape of the clamping section is polygonal; the locking member includes a locking groove, the locking groove is sleeved on the clamping section, the shape and size of the locking groove are adapted to the cross-sectional shape and size of the clamping section, and the locking member can move radially along the transmission rod; when the locking member reaches the locking groove at the clamping section, the locking member can limit the rotation of the transmission rod.

[0027] Further preferably, the locking member further includes a locking arm and a movable groove. The size of the movable groove is larger than the cross-sectional size of the clamping section. Both the locking groove and the movable groove are located on the locking arm, the openings of the locking groove and the movable groove face each other, the locking groove is located above the movable groove, and when the movable groove is at the clamping section, the transmission rod can rotate.

[0028] The first beam body further includes a first support section, and the first support section is located after the first slope section. The driving arm walks along the first support section to maintain the rotation angle of the driving arm.

[0029] The device for preventing train derailment further includes a second beam body, which is located between the rack rail and the steel rail, and the second beam body is provided in both the front section and the rear section of the turnout area. The second beam body includes a second support section, a second slope section and a third slope section. The second slope section slopes upward, and the third slope section slopes downward. The second support section is arranged corresponding to the rotation link of the driving arm, and the third slope section is arranged corresponding to the rotation angle maintaining link of the driving arm. The second slope section is located in front of the second support section. The locking arm can travel along the second beam body through the rollers at its bottom. When the locking arm travels along the second slope section, it can drive the locking arm to rise so that the movable slot is located at the clamping section. When the locking arm travels along the second support section, it can keep the movable slot located at the clamping section. When the locking arm travels along the third slope section, it can drive the locking arm to descend so that the locking slot is located at the clamping section.

[0030] Using a polygonal cross-section facilitates stable clamping. The specific shape of the polygon can be set according to the actual required rotation stroke. To ensure that the locking arm can make the locking slot located at the clamping section when traveling along the third slope section, the rotation angle of the transmission rod driving the limiting arm from its original position to the lifted position should be the acute angle of the included angle between the two sides corresponding to the limiting switch of the polygon.

[0031] With the above setting method, locking is carried out by using the gravity effect. When unlocking, the second beam body is lifted to unlock the locking arm. The locking method is safe and reliable, and still uses a pure mechanical structure without adding additional electronic control structures, which is beneficial to further reduce costs and ensure the operation effect and efficiency of the structure.

[0032] Further preferably, the second beam body is located on the side of the first beam body close to the rack rail.

[0033] Preferably, the transmission rod is connected with a torsion spring for driving the transmission rod to rotate and reset.

[0034] Preferably, the limiting arm is replaced and located on the side of the steel rail.

[0035] The existing steel rails can also be used for derailment prevention. Limiting arms can be provided on both sides of each steel rail, or limiting arms can be provided on the inner or outer sides of the two steel rails.

[0036] Preferably, the adjusting component is connected to the axle.

[0037] In summary, compared with the prior art, the beneficial effects of the present invention are:

[0038] 1. By adopting the device for preventing train derailment using existing tracks according to the present invention, this device can effectively prevent derailment of rack trains, and there is no need to build new tracks, with low construction cost. It can be applied to lines with turnout areas, having a wider applicability and being conducive to large-scale popularization and application in mountainous areas and tourist scenic spots. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic structural diagram of a device for preventing train derailment using existing tracks in Embodiment 1;

[0040] Figure 2 It is a front view of the structure of a device for preventing train derailment using existing tracks in Embodiment 1;

[0041] Figure 3 It is a schematic structural diagram of the rack in Embodiment 1;

[0042] Figure 4 It is a schematic connection diagram of the limiting arm and the adjusting component in Embodiment 1;

[0043] Figure 5 It is a schematic structural diagram of the first beam body and the second beam body in Embodiment 1;

[0044] Figure 6 It is a schematic structural diagram of the transmission rod in Embodiment 1;

[0045] Figure 7 It is a schematic diagram of the state change of the driving arm walking along the first beam body in Embodiment 1;

[0046] Figure 8 It is a schematic diagram of the state of the limiting arm in the non-switch section in Embodiment 1;

[0047] Figure 9 It is a schematic diagram of the state of the limiting arm in the turnout section in Embodiment 1;

[0048] Figure 10 It is a schematic structure of the locking part in Embodiment 1 Figure 1 ;

[0049] Figure 11 It is a schematic structure of the locking part in Embodiment 1 Figure 2 ;

[0050] Figure 12 It is a schematic diagram of the state change of the locking arm walking along the second beam body in Embodiment 1 (only replacing with the positions of the locking groove, movable groove and transmission rod);

[0051] Figure 13 It is a schematic structural diagram of a device for preventing train derailment using existing tracks in Embodiment 2.

[0052] Markings in the figure: 1 - Rack rail, 11 - Tooth groove section, 12 - Web section, 2 - Limit arm, 31 - Screw rod, 32 - Housing, 33 - Guide groove, 331 - Flared section, 34 - Transmission rod, 341 - Clamping section, 35 - Torsion spring, 41 - First beam body, 411 - First slope section, 412 - First support section, 42 - Second beam body, 421 - First support section, 422 - Second slope section, 423 - Third slope section, 51 - Driving arm, 52 - Locking arm, 61 - Locking groove, 62 - Movable groove, 7 - Axle. Detailed implementation mode

[0053] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. However, this should not be understood as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments. All technologies implemented based on the content of the present invention belong to the scope of the present invention.

[0054] Embodiment 1

[0055] A device for preventing train derailment by using existing tracks according to the present invention includes:

[0056] Limit device: including two limit arms 2, and the two limit arms 2 are respectively located on both sides of the rack rail 1;

[0057] Adjusting component: used to drive the limit arm 2 away from the rack rail 1 to a position higher than the top surface of the rack rail 1, and drive the limit arm 2 to reset. Multiple such devices can be set for each train and each carriage according to actual needs.

[0058] As shown in Figure 1 , by respectively arranging a limit arm 2 on each side of the rack rail 1, a limit is formed. There should be a gap between the limit arm 2 and the side surface of the rack rail 1 to avoid interfering with train operation, and the size of the gap is set according to actual needs, such as according to the contact surface width between the wheel and the track, to ensure the derailment prevention effect, such as less than 30 - 100 mm. Before the train travels to the turnout section, the adjusting component can drive the limit arm 2 to be raised above the rail surface of the rack rail 1, thereby avoiding interference with the turnout area track. After passing through the turnout section, the adjusting component drives the limit arm 2 to reset to restore the derailment prevention limit state. The adjusting device can drive the limit arm 2 to be raised according to actual installation space, cost, etc., such as using existing lifting devices, rotating devices, etc. One adjusting component can correspond to each of the two limit arms 2, or the two limit arms 2 can share one adjusting component. This device makes full use of the existing tracks to effectively prevent train derailment, ensure the stable operation of the vehicle, avoid building new tracks, is beneficial to saving investment, and can achieve real derailment prevention, rather than anti-rolling after derailment.

[0059] Specifically, as shown in Figures 1-3As shown, the rack rail 1 of this embodiment includes a web section 12 and a tooth groove section 11. The tooth groove section 11 is located at the top of the web section 12. The width of the web section 12 is smaller than the width of the tooth groove section 11, that is, the rack rail 1 is different from the existing structure with equal widths at the top and bottom. Instead, the web section 12 is narrower than the tooth groove section 11. The two limiting arms 2 are respectively located on both sides of the web section 12. When located in a section without a turnout, the distance between the two limiting arms 2 is smaller than the width of the tooth groove section 11, which can avoid interfering with the movement of the gear on the tooth groove section 11 and can also provide vertical limitation, which is particularly suitable for situations where there are many gravels and debris in the track in mountain scenes. Before entering the turnout section, the limiting arm 2 first moves away from the rack rail 1 laterally to exceed the side of the tooth groove section 11 and then rises to be higher than the rack rail 1.

[0060] In this embodiment, each limit arm 2 corresponds to an adjustment component. Figure 1 , Figure 2 and Figure 4 , comprising a screw rod 31 and a shell 32, the shell 32 is connected to the axle 7, the screw rod 31 is located in the shell 32 and is rotatably connected to the shell 32, the shell 32 is provided with a guide groove 33 whose width is adapted to the width of the limit arm 2, the limit arm 2 passes through the guide groove 33 and is rotatably connected to the screw rod 31, the guide groove 33 has a flared section 331 at one end away from the rack 1, and is restricted by the guide groove 33. Rotating the screw rod 31 can drive the limit arm 2 to move along the screw rod 31 to the side away from the rack 1 until the flared section 331 is rotated and lifted to be higher than the top surface of the rack 1 to ensure that the train passes through the switch area.

[0061] The screw rod 31 can be driven to rotate by using common drive components in the prior art, such as electric drive, etc., or mechanical drive components, such as Figures 1-2 , Figures 7-9 As shown, one end of the screw rod 31 away from the rack rail 1 extends out of the housing 32 and meshes with the transmission rod 34 through a gear, and the other end of the transmission rod 34 is fixed to the driving arm 51, and the bottom end of the driving arm 51 has a roller. The first beam body 41 is set at the front section of the turnout area or the rear section of the turnout area. For example, the distance of the turnout area is designed according to actual conditions. The first beam body 41 is located between the rack rail 1 and the rail. The first beam body 41 includes a first slope section 411 and a first support section 412. The first slope section 411 is uphill, and the first support section 412 is located behind the first slope section 411. The driving arm 51 walks along the first support section 412 to maintain the rotation angle of the driving arm 51 and avoids turning back before locking. The initial state of the driving arm 51 is set according to the actual needs such as the layout position of the first beam body 41 and the rotation angle required to drive the limit arm 2 to lift. The driving arm 51 can walk along the first slope section 411 through the roller at its bottom to form a rotation and then drive the transmission rod 34 to rotate. When driving in a non-fork section, the limit arm 2 is Figure 8As shown in the figure, to prevent the driving arm 51 from rotating due to the inertia of the train operation, which may affect the limiting effect or the safety of passing through the turnout area, a locking member is used to restrict the rotation of the driving arm 51. For example, if a first beam body 41 is provided in the front section of the turnout area, the running process of the driving arm 51 along the first beam body 41 is as follows Figure 7 shown (only for demonstrating the running states of the driving components at various positions on the first beam body 41). The top surface of the starting point of the first slope section 411 is lower than the current height of the driving arm 51. As the train runs, the driving arm 51 contacts the first beam body 41, and is driven by friction to rotate the transmission rod 34, which in turn drives the screw rod 31 to rotate, causing the limiting arm 2 to translate outward, lift and lock, as Figure 9 shown, so as to smoothly enter the turnout section. After passing through the turnout section, the locking member is released, and the driving arm 51 rotates under the action of gravity, driving the limiting arm 2 to reset and lock. To ensure the reset effect, a torsion spring 35 can be provided on the transmission rod 34. For example, if a first beam body 41 is provided in the rear section of the turnout area, the driving arm 51 is initially in a lifted state. Before entering the turnout section, the locking is released, causing the driving arm 51 to rotate under the action of gravity, making the limiting arm 2 lift and lock. After passing through the turnout section, the driving arm 51 runs on the first slope section 411 to drive the limiting arm 2 to reset.

[0062] The transmission rod 34 includes a clamping section 341, as Figure 6 shown. The cross-sectional shape of the clamping section is polygonal, which prevents the driving arm 51 from rotating too much and facilitates the layout of the first beam body 41. The locking member includes a locking groove 61, a movable groove 62 and a locking arm 52, as Figures 10-11As shown, the locking groove 61 and the movable groove 62 are both located on the locking arm 52. The openings of the locking groove 61 and the movable groove 62 face each other. The locking groove 61 is located above the movable groove 62. The locking arm 52 is vertically slidably connected to the mounting seat through the locking groove 61 and the movable groove 62. The shape and size of the locking groove 61 are adapted to the cross-sectional shape and size of the clamping section 341. The size of the movable groove 62 is larger than the cross-sectional size of the clamping section 341. In the initial state, the locking groove 61 is sleeved on the clamping section 341. When the locking groove 61 is located at the clamping section 341, the locking member can restrict the rotation of the transmission rod 34. When the movable groove 62 is located at the clamping section 341, the transmission rod 34 can rotate. The second beam body 42 is provided in both the front section and the rear section of the turnout area. The second beam body 42 is located inside the corresponding first beam body 41. The second beam body 42 includes a second support section 421, a second slope section 422, and a third slope section 423. The second slope section 422 is an uphill slope, and the third slope section 423 is a downhill slope. The second support section 421 is provided corresponding to the rotation section of the driving arm 51. For example, at the location where the first beam body 41 is provided, the second support section 421 is provided corresponding to the first slope section 411. The third slope section 423 is provided corresponding to the section where the driving arm 51 maintains the rotation angle, and thus corresponds to the first support section 412. The second slope section 422 is located before the second support section 421. The locking arm 52 can travel along the second beam body 42 through the rollers at its bottom. When the locking arm 52 travels along the second slope section 422, it can drive the locking arm 52 to rise so that the movable groove 62 is located at the clamping section 341. When the locking arm 52 travels along the second support section 421, it can keep the movable groove 62 located at the clamping section 341. When the locking arm 52 travels along the third slope section 423, it can drive the locking arm 52 to descend so that the locking groove 61 is located at the clamping section 341. For the convenience of display, the position changes of the locking groove 61 and the movable groove 62 relative to the clamping section 341 are used instead, and the overall structure of the locking member is not shown. For details, please refer to the appendix Figure 12(Only used to show the operating state of the locking part at various positions on the second beam 42, the locking arm 52 is not shown). When the locking arm 52 walks to the second slope section 422, restricted by the limits on both sides, the locking arm 52 rises until the movable slot 62 is located at the clamping section 341 to complete unlocking. When the locking arm 52 walks to the second support surface 422, the driving arm 51 walks to the first slope section 411 (taking the case where the first beam 41 is provided as an example), causing the transmission rod 34 to rotate until the limiting arm 2 is raised to a preset position. When the locking arm 52 walks to the third slope section 423, the driving arm 51 walks to the first support section 412 to keep the rotation angle of the transmission rod 34 from rotating back. When the locking arm 52 descends, it drives the locking slot 61 to snap into the shaped cross-section section 341 for locking. The unlocking and relocking of the locking part in the reset link (the rear section of the turnout area) of the limiting arm 2 are the same. This embodiment attaches Figure 12 Taking only the square cross-section as an example, it shows that when the transmission rod 34 starts to rotate after unlocking until the limiting arm 2 is raised to a preset position, the clamping section 341 needs to rotate 90° to illustrate how the cross-sectional shape of the clamping section 341 corresponds to the rotation angle of the driving arm 51 so that walking on the third slope section 423 can enable the locking part to lock the transmission rod 34.

[0063] Embodiment 2

[0064] As Figure 13 shown, for a device for preventing train derailment using an existing track according to the present invention, its structure is substantially the same as that of Embodiment 1, except that the limiting arm 2 is replaced and located on the side of the rail.

[0065] That is, the existing rail can also be used for derailment prevention. The limiting arm 2 can be provided on both sides of each rail, or the limiting arm 2 can be provided on the inner or outer side of the two rails.

[0066] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An apparatus for preventing train derailment by using existing tracks, characterized in that, it comprises: A limiting device: including two limiting arms (2), and the two limiting arms (2) are respectively located on both sides of the rack rail (1); An adjusting component: used to drive the limiting arm (2) away from the rack rail (1) to a position higher than the top surface of the rack rail (1), and to drive the limiting arm (2) to reset. The adjusting component includes a screw rod (31) and a housing (32). The screw rod (31) is rotatably connected to the housing (32). The housing (32) is provided with a guiding groove (33) whose width is adapted to the width of the limiting arm (2). The limiting arm (2) passes through the guiding groove (33) and is rotatably connected to the screw rod (31). One end of the guiding groove (33) away from the rack rail (1) has a flared section (331). Rotating the screw rod (31) can drive the limiting arm (2) along the guiding groove (33) away from the rack rail (1) to the flared section (331) and then rotate to a position higher than the top surface of the rack rail (1); A driving component, and the driving component drives the screw rod (31) to rotate through a transmission rod (34). The driving component includes: A first beam body (41), located between the rack rail (1) and the steel rail. The first beam body (41) is arranged in the front section or the rear section of the turnout area. The first beam body (41) includes a first slope section (411), and the first slope section (411) is an uphill slope; A driving arm (51), fixedly connected to the transmission rod (34). The driving arm (51) can walk along the first slope section (411) through the rollers at its bottom to form rotation and then drive the transmission rod (34) to rotate; A locking piece: capable of restricting the rotation of the driving arm (51); When the driving arm (51) walks along the first slope section (411) and can drive the limiting arm (2) away from the rack rail (1) to a position higher than the top surface of the rack rail (1), then the driving arm (51) can drive the limiting arm (2) to reset under the action of gravity; when the driving arm (51) can drive the limiting arm (2) away from the rack rail (1) to a position higher than the top surface of the rack rail (1) under the action of gravity, then the driving arm (51) walking on the first slope section (411) can drive the limiting arm (2) to reset.

2. The apparatus for preventing train derailment by using existing tracks according to claim 1, characterized in that, the rack rail (1) includes a web section (12) and a tooth groove section (11). The width of the web section (12) is smaller than the width of the tooth groove section (11). The two limiting arms (2) are respectively located on both sides of the web section (12); when in a non-switch section, the distance between the two limiting arms (2) is smaller than the width of the tooth groove section (11).

3. The apparatus for preventing train derailment by using existing tracks according to claim 1, characterized in that, The transmission rod (34) includes a clamping section (341), and the cross-sectional shape of the clamping section (341) is polygonal; the locking member includes a locking groove (61), the locking groove (61) is sleeved on the clamping section (341), the shape and size of the locking groove (61) are adapted to the cross-sectional shape and size of the clamping section (341), and the locking member can move radially along the transmission rod (34); when the locking member reaches the locking groove (61) at the clamping section (341), the locking member can restrict the rotation of the transmission rod (34).

4. The device for preventing train derailment by using an existing track according to claim 3, characterized in that, the locking member further includes a locking arm (52) and a movable groove (62), the size of the movable groove (62) is larger than the cross-sectional size of the clamping section (341), both the locking groove (61) and the movable groove (62) are located on the locking arm (52), the openings of the locking groove (61) and the movable groove (62) are arranged facing each other, the locking groove (61) is located above the movable groove (62), when the movable groove (62) is located at the clamping section (341), the transmission rod (34) can rotate; the first beam body (41) further includes a first support section (412), the first support section (412) is located after the first slope section (411), and the driving arm (51) travels along the first support section (412) to maintain the rotation angle of the driving arm (51); The device for preventing train derailment further includes a second beam body (42), which is located between the toothed rail (1) and the steel rail, and the second beam body (42) is provided in both the front section and the rear section of the turnout area. The second beam body (42) includes a second support section (421), a second slope section (422) and a third slope section (423). The second slope section (422) is an uphill slope, and the third slope section (423) is a downhill slope. The second support section (421) is arranged corresponding to the rotation link of the driving arm (51), and the third slope section (423) is arranged corresponding to the link of maintaining the rotation angle of the driving arm (51). The second slope section (422) is located before the second support section (421). The locking arm (52) can travel along the second beam body (42) through the rollers at its bottom. When the locking arm (52) travels along the second slope section (422), it can drive the locking arm (52) to rise so that the movable groove (62) is located at the clamping section (341). When the locking arm (52) travels along the second support section (421), it can keep the movable groove (62) at the clamping section (341). When the locking arm (52) travels along the third slope section (423), it can drive the locking arm (52) to descend so that the locking groove (61) is located at the clamping section (341).

5. The device for preventing train derailment by using an existing track according to claim 4, characterized in that, the second beam body (42) is located on the side of the first beam body (41) close to the toothed rail (1).

6. The device for preventing train derailment by using existing tracks according to any one of claims 1-5, characterized in that, the transmission rod (34) is connected with a torsion spring (35) for driving the transmission rod (34) to rotate and reset.

7. The device for preventing train derailment by using existing tracks according to any one of claims 1-5, characterized in that, the limiting arm (2) is replaced on the side of the rail.

Images