A turnout for rubber-tyred tram

Abstract

The present invention relates to a turnout for a rubber-wheeled tram, which is formed by the cross-combination of two lines, a rubber-wheeled track and a guide rail; a guide rail is nested in the rubber-wheeled track, and the two are parallel to each other and maintain a fixed interval to form a rubber-wheeled tram track; the rubber-wheeled tram track is branched from one line into two lines to form a turnout; the rubber-wheeled track includes a rubber-wheeled rail and a guide rail; the rubber-wheeled rail and the guide rail are arranged in pairs and are parallel to each other and maintain a fixed gauge to form their own tracks; the turnout is located within the range of the switch, and the fixed interval between the rubber-wheeled rail and the guide rail is eliminated and a point rail is provided after the turnout is combined; the front section of the point rail is connected to a conversion device. The structural design of the present invention is simple and reasonable, and can meet the requirements of safe passage of rubber-wheeled trams, and mainly relies on the contact between the rubber wheel and the corresponding rail to carry the locomotive and vehicle, and the contact between the steel wheel rail and the guide rail to achieve the functions of guiding the locomotive and vehicle in the turnout area or emergency avoidance.

Description

Technical Field

[0001] The present invention relates to the technical field of railway tracks, and in particular to a turnout for a rubber-tyred tram. Background Art

[0002] Tram transportation is one of the main forms of small-capacity rail transportation, and the existing steel-wheeled tram is the current mainstream tram transportation system. During the operation of steel-wheeled trams, noise and vibration generated by the rigid contact between the wheels and rails are unavoidable. In particular, for lines passing through residential areas, hospitals, scientific research institutions and other areas that are sensitive to vibration and noise, the vibration and noise reduction control requirements are more stringent. In response to the problems of the steel-wheeled tram transportation system, some cities have carried out the development and application of rubber-wheeled tram systems that can achieve self-guiding. Regardless of the type of tram, a dedicated driving track is required. Correspondingly, steel-wheeled trams use traditional steel rails and set switches at the intersection of the tracks, while rubber-wheeled trams use rubber-wheeled tracks nested in steel rails to form a new track. Similarly, switches are also required at the intersection of the tracks. The patent describes the dedicated switches required for the rubber-wheeled tram at the intersection of the tracks.

[0003] Compared with the current mainstream steel-wheeled tram, the rubber-wheeled tram has a relatively complex track structure. Since the main load-bearing tires and guide wheels of the locomotive are made of rubber tires, it has certain market competitiveness and promotion value due to its advantages such as good driving comfort, vibration reduction and noise reduction, and strong climbing ability.

[0004] Rubber-tyred trams use rubber wheels for both locomotive load and running, with steel rails serving only as guides or for emergency avoidance. Therefore, rubber-tyred trams have better noise and vibration control than steel-tyred trams. Furthermore, due to the high friction of the rubber wheels, rubber-tyred trams also have the advantage of strong gradeability. However, compared to steel-tyred trams, the track structure of rubber-tyred trams is more complex: steel-tyred trams consist of two steel rails and a foundation.

[0005] In summary, it is necessary to make further innovations to the existing technologies. Summary of the Invention

[0006] In response to the problems existing in the above-mentioned background technology, the present invention proposes a turnout for rubber-tyred trams, which has a simple and reasonable structural design and can meet the safe passage of rubber-tyred trams. It is a new type of railway turnout for urban rail transit, which mainly relies on the contact between the rubber wheels and the corresponding rails to carry the locomotive and the vehicle, and the contact between the steel wheel rails and the guide rails to realize the functions of guiding the locomotive and the vehicle in the turnout area or emergency avoidance. It is suitable for promotion and application.

[0007] The technical solutions of the present invention are as follows:

[0008] The above-mentioned turnout for rubber-wheeled trams is formed by the intersection and combination of two lines of rubber-wheeled rails and guide rails; the guide rails are nested in the rubber-wheeled rails and the two are parallel to each other and maintain a fixed interval to form the rubber-wheeled tram track; the rubber-wheeled tram track is branched into two parts by one branch to form the turnout; the rubber-wheeled track includes rubber-wheeled rails and guide rails; the rubber-wheeled rails and guide rails are arranged in pairs and are parallel to each other and maintain a fixed gauge to form their own tracks; the rubber-wheeled rails are used to carry the rubber wheels of the rubber-wheeled tram; the guide rails are used to contact the steel rails of the rubber-wheeled tram to guide the direction of travel of the vehicle; the turnout is formed by removing the fixed interval between the rubber-wheeled rails and the guide rails within the switch range and merging them and providing a point rail; the front section of the point rail is connected to the conversion device and can be elastically pulled to fit closely or repel the merged rubber-wheeled rails, thereby guiding the vehicle from one track to another.

[0009] The turnout for the rubber-tyred tram, wherein: the rubber-tyred rail is provided with guard rails at both ends of the frog to control the traveling direction of the locomotive and the vehicle when passing through the turnout.

[0010] The turnout for the rubber-tyred tram, wherein: the guard rail is made of a standard section rail.

[0011] The turnout for the rubber-tyred tram, wherein: a slide bed is provided under the point rail.

[0012] The turnout for the rubber-tyred tram, wherein: the non-working side of the rail head of the point rail within the rail head cutting range thereof is switched by the switching device and then abuts against the rubber-tyred rail.

[0013] The turnout for the rubber-wheeled tram, wherein: within a first range where the non-working side of the rail head of the switch rail lacks lateral support, a top iron is fixed to the rail waist side of the switch rail by fasteners; and the top iron moves with the switch rail to transmit the lateral force applied to the switch rail to the rubber-wheeled rail through the top iron.

[0014] The turnout for the rubber-tyred tram, wherein: the point rail lacks lateral support in the second range where the non-working side of the rail head lacks lateral support, and a fixed lateral flange is provided on the side of the rubber-tyred rail.

[0015] The turnout for the rubber-tyred tram, wherein: within the frog range, the rubber-tyred rail and the guide rail are merged in the width direction, and the straight strand direction and the side strand direction of the turnout are provided with wheel flange grooves for the steel wheels to pass through.

[0016] Beneficial effects:

[0017] The turnout structure for the rubber-wheeled tram of the present invention is simple and reasonable in design. It is a new type of track formed by equidistantly nesting steel wheel rails inside the rubber wheel track. The present invention is a new type of railway turnout for urban rail transit formed by branching one track into two or more tracks, or two or more tracks intersecting, which can meet the safe passage of rubber-wheeled trams. The turnout mainly carries the locomotive and vehicle by contacting the rubber wheels with the corresponding tracks, and realizes the functions of guiding the locomotive and vehicle in the turnout area or emergency avoidance by contacting the steel wheel rails with the guide rails.

[0018] Compared with the existing technology or structure, the track structure of the present invention is a guide rail track that is equidistantly nested in the rubber wheel track, wherein the guide rail track includes a continuous point rail that can be elastically switched. The point rail starts from the tip, and the matching relationship between the point rail and the rubber track is respectively Figure 1 The illustrated rail head cutting range 01, the first range 02 where the non-working side of the rail head lacks lateral support, and the second range 03 where the non-working side of the rail head lacks lateral support ensure that within these three consecutive ranges, the rail head can maintain a stable track state even when subjected to lateral force from the wheels while guiding the wheels laterally.

[0019] The switch rail is designed to slide laterally within the second range 03 from the tip to the non-working side of the rail head of the switch rail, which lacks lateral support. The switch rail is designed to slide laterally, and can be converted laterally by elastic pulling through a conversion device to guide the rubber-wheeled tram into a straight track or a lateral track. After the rail head cutting range of the switch rail, the first range where the non-working side of the rail head of the switch rail lacks lateral support, and the second range where the non-working side of the rail head of the switch rail lacks lateral support, fasteners are set on both sides of the rail member for buckling. In the existing structure and technology, the switch rail is designed to be disconnected at the end point of the first range where the non-working side of the rail head of the switch rail lacks lateral support, so that the switch rail is in the form of a "rigid body" within the rail head cutting range and the first range where the non-working side of the rail head of the switch rail lacks lateral support. The switch rail is converted by pulling the conversion device, so that the structure is stable, the integrity is strong, and the joint failure is less. Within the range of the switch, the rubber-wheeled rail and the guide rail are merged in the width direction. At the same time, "wheel flange grooves" are set for the steel wheels to pass through according to the two opening directions of the switch. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 A schematic structural diagram of a rubber-tyred tramway switch according to the present invention;

[0021] Figure 2 This is a schematic structural diagram of a rubber-tyred tramway switch with a top iron provided on the rail web side of the switch rail;

[0022] Figure 3The diagram is a schematic diagram of the structural states of the repulsion and contact between the tip rail and the rubber-tyred rail of the rubber-tyred tram turnout of the present invention. DETAILED DESCRIPTION

[0023] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0024] like Figures 1 to 3 As shown, the turnout for the rubber-wheeled tram of the present invention is formed by the cross combination of two lines, the rubber-wheeled track and the guide rail.

[0025] A guide rail is nested in the rubber-wheeled track and the two are parallel to each other and maintain a fixed interval to form a rubber-wheeled tram track; the rubber-wheeled tram track branches into two branches from one branch to form a turnout for the rubber-wheeled tram.

[0026] The rubber-tyred track includes a rubber-tyred rail 1 and a guide rail 3; the rubber-tyred rail 1 and the guide rail 3 are arranged in pairs and are parallel to each other and maintain a fixed track gauge to form their own tracks; the rubber-tyred rail 1 is used to carry the rubber wheels of the rubber-tyred tram; the guide rail 3 is used to contact the steel rail of the rubber-tyred tram to guide the direction of travel of the vehicle, and it uses a standard section steel rail.

[0027] The turnout for a rubber-tyred tram of the present invention eliminates the fixed interval between the rubber-tyred rail 1 and the guide rail 3 within the switch range and is provided with a point rail 2; the front section of the point rail 2 is connected to the conversion device and can be elastically pulled to closely adhere to or repel the merged rubber-tyred rail 1, thereby guiding the vehicle from one track to another.

[0028] In order to prevent the rubber-tyred track 1 from derailing due to the steel wheel contacting the guide rail 3 and entering the wrong direction during the guidance process when passing through the interrupted part of the track line within the switch, guard rails 4 are set at both ends of the switch to control the travel direction of the locomotive and the vehicle when passing through the switch.

[0029] like Figure 3As shown, the bottom of the rubber-tire rail 1 is matched with a slide bed 12 for connecting to the turnout sleeper or rail sleeper. Transverse ribs 10 and longitudinal ribs 11 are also spaced between the bottom of the rubber-tire rail 1 and the top surface of the slide bed 12 to strengthen the overall structural strength of the rubber-tire rail 1, forming a stable frame structure and providing a stable and reliable support surface for the rubber-tire tram's rubber-tire wheels. An optional adjustment pad 13 can be installed at the bottom of the slide bed 12 to adjust the height of the overall track structure. Furthermore, a wear-resistant guide block 14 shaped like the profile of a standard rail head is welded to one side of the rubber-tire rail 1 to facilitate close contact between the point rail 2 and the rubber-tire rail 1.

[0030] The guard rail 4 is made of standard section steel rail.

[0031] By providing the slide bed plate 12, the point rail 2 can be supported vertically while providing a sliding surface for the point rail 2 to be lateral moved and converted (to guide the direction of locomotive travel).

[0032] The non-working side of the rail head of the point rail 2 within its rail head cutting range 01 is in contact with the rubber-wheel rail 1 to ensure that the point rail 2 can still maintain a stable track state after being subjected to the lateral impact force generated by the passing of train wheels within its rail head cutting range 01.

[0033] The pointed rail 2 has a first range 02 where the non-working side of the rail head lacks lateral support after its rail head cutting range 01. A top iron 21 is fixed to the rail waist side of the pointed rail 2 by fasteners. The top iron 21 moves with the pointed rail 2 to transfer the lateral force exerted on the pointed rail 2 to the rubber-wheeled rail 1 through the top iron 21, thereby ensuring that the pointed rail 2 can still maintain a stable track state after being subjected to the lateral impact force generated by the passing of train wheels in the first range 02 where the non-working side of the rail head lacks lateral support.

[0034] In the second range 03 where the non-working side of the rail head of the pointed rail 2 lacks lateral support, the waist of the pointed rail 2 is in contact with the side of the rubber-wheeled rail 1, and a fixed lateral flange is provided on the side of the rubber-wheeled rail 1, thereby ensuring that when the pointed rail 2 is laterally supported in the rail head cutting range 01 and the first range 02 where the non-working side of the rail head lacks lateral support, it is also supported by the lateral flange provided on the side of the rubber-wheeled rail 1 in the second range 03 where the non-working side of the rail head lacks lateral support, thereby ensuring that the pointed rail 2 can still maintain a stable track state after being subjected to the lateral impact force generated by the passing of train wheels in the second range 03 where the non-working side of the rail head lacks lateral support. In the rail head cutting range 01 of the pointed rail 2, the first range 02 where the non-working side of the rail head lacks lateral support, and the second range 03 where the non-working side of the rail head lacks lateral support, the pointed rail 2 slides on the slide bed 12 to achieve the switching; after this range, that is, the rear section of the pointed rail 2 is fixed with fasteners to achieve the stable maintenance of the position of the guide rail 3.

[0035] At the same time, within the range of the frog, the rubber-tyred rail 1 and the guide rail 3 are merged in the width direction, and wheel flange grooves for steel wheels to pass through are provided in the straight and side directions of the turnout.

[0036] The turnout for the rubber-tyred tram of the present invention is connected to the rear of the switch with a guide rail 3 and a frog; the turnout for the rubber-tyred tram of the present invention can meet the needs of a vehicle passing through the turnout to enter another track from one track, or to merge two tracks into one track.

[0037] The structural design of the present invention is simple and reasonable, which can meet the requirements of safe passage of rubber-wheeled trams. It is a new type of railway turnout for urban rail transit, which mainly supports locomotives and vehicles by contacting rubber wheels with corresponding rails, and realizes functions such as guiding locomotives and vehicles in turnout areas or emergency avoidance by contacting steel wheel rails with guide rails. The turnout is suitable for popularization and application.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A turnout for a rubber-tyred tram, characterized by: The turnout is formed by the intersection of two lines, a rubber-wheeled track and a guide rail; the guide rail is nested in the rubber-wheeled track and the two are parallel to each other and maintain a fixed interval to form a rubber-wheeled tram track; the rubber-wheeled tram track is branched into two lines from one line to form the turnout; The rubber-wheel track comprises a rubber-wheel rail (1) and a guide rail (3); the rubber-wheel rail (1) and the guide rail (3) are arranged in pairs and are parallel to each other and maintain a fixed track gauge to form respective tracks; the rubber-wheel rail (1) is used to carry the rubber wheels of the rubber-wheeled tram; the guide rail (3) is used to contact the steel rail of the rubber-wheeled tram to guide the vehicle's travel direction; The turnout is provided with a point rail (2) after the fixed interval between the rubber-wheeled rail (1) and the guide rail (3) located within the switch range is cancelled; the front section of the point rail (2) is connected to the conversion device and can be elastically pulled to be in close contact with or away from the combined rubber-wheeled rail (1), thereby guiding the vehicle from one track to another; The rubber-tyred rail (1) is provided with guard rails (4) at both ends of the switch to control the direction of travel of the locomotive and the vehicle when passing through the switch; The non-working side of the rail head of the pointed rail (2) within the rail head cutting range (01) is abutted against the rubber-wheeled rail (1) after being switched by the switching device; The point rail (2) is within a first range (02) where the non-working side of the rail head lacks lateral support, and a top iron (21) is fixed to the rail waist side of the point rail (2) via a fastener; and the top iron (21) moves with the point rail (2) to transmit the lateral force applied to the point rail (2) to the rubber-wheeled rail (1) via the top iron (21); In a second range (03) where the side surface of the non-working side of the rail head of the pointed rail (2) lacks lateral support, a fixed lateral flange is further provided on the side surface of the rubber-wheeled rail (1); Within the range of the switch, the rubber-wheeled rail (1) and the guide rail (3) are merged in the width direction, and wheel flange grooves for steel wheels to pass through are provided in the straight strand direction and the side strand direction of the switch.

2. The turnout for a rubber-tyred tram as claimed in claim 1, characterized in that: The rubber-wheeled track is provided with guard rails (4) at both ends of the switch to control the traveling direction of the locomotive and the vehicle when passing through the switch.

3. The turnout for a rubber-tyred tram as claimed in claim 2, characterized in that: The guard rail (4) is manufactured using a standard section steel rail.

4. The turnout for a rubber-tyred tram as claimed in claim 1, characterized in that: A slide bed plate is provided under the pointed rail (2).

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