A railway switch

Abstract

The present invention relates to the technical field of railway tracks, and provides a railway switch rail, which includes a first track. A first variable-direction switch rail is arranged on one side of the first track. The first variable-direction switch rail has a first variable-direction part and a first fixed rail. The first variable-direction part is swingably arranged. After the first variable-direction part swings, it abuts against or cancels abutment with the first track. A first curved rail is connected to the first fixed rail, and the first fixed rail leads to the first curved rail. A second track is arranged on one side of the first variable-direction switch rail. The second track includes a second variable-direction switch rail, which is arranged on one side of the first variable-direction switch rail. The second variable-direction switch rail has a second variable-direction part and a second fixed rail. A third variable-direction switch rail is arranged on one side of the first variable-direction switch rail, and a fourth variable-direction switch rail is arranged on one side of the second variable-direction switch rail. The fourth variable-direction part is swingably arranged. After the fourth variable-direction part swings, it abuts against the second curved rail. Through the above technical solution, the problem that trains with different track gauges are inconvenient to change direction on the same track in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway tracks, and specifically, to a railway switch Background Art

[0002] In modern railway transportation systems, efficient, safe, and flexible turnout equipment is crucial. With the continuous expansion of the railway network and the increasing transportation demand, traditional railway switches have gradually revealed some deficiencies.

[0003] When traditional turnouts are faced with the driving requirements of trains with different gauges, they often lack sufficient versatility. When trains with narrow and wide gauges need to run on the same railway line, existing turnouts are difficult to simultaneously ensure the smooth passage of trains with both gauges. This not only increases the costs of railway construction and maintenance but also limits the efficiency of railway transportation.

[0004] In terms of the steering operation of trains, the design of traditional turnouts is usually complex, and there may be a situation where the track connection is not smooth when realizing the steering. This will result in unstable train running, increasing potential safety hazards, and may also cause unnecessary wear to the tracks and train components.

[0005] In addition, the switching of traditional turnouts under different running states is not flexible enough, and the process of adjusting the movable point rail is rather cumbersome and time-consuming. This increases the waiting time of trains at the turnout, reducing the overall efficiency of railway transportation. Especially in busy railway hubs, this inflexibility may lead to traffic congestion and affect the normal order of railway transportation.

[0006] To solve these problems, there is an urgent need for a new type of railway switch that can simultaneously meet the driving requirements of trains with narrow and wide gauges, achieve flexible steering operations, and ensure a smooth transition of trains under different running states. This new type of turnout will improve the efficiency, versatility, and safety of railway transportation and provide strong support for the development of railway transportation. Summary of the Invention

[0007] The present invention provides a railway switch, which solves the problem of inconvenient direction change of trains with different gauges on the same track in the related art.

[0008] The technical solution of the present invention is as follows:

[0009] A railway switch includes:

[0010] A first track;

[0011] The first switchable point rail is arranged on one side of the first track. The first switchable point rail has a first switching portion and a first fixed rail. The first switching portion is swingably arranged. After the first switching portion swings, it abuts against or cancels abutting against the first track. After canceling the abutment, a gap is formed with the first track.

[0012] The first curved rail is connected to the first fixed rail, and the first fixed rail leads to the first curved rail.

[0013] The second track is arranged on one side of the first switchable point rail. The second track includes:

[0014] The second switchable point rail is arranged on one side of the first switchable point rail. The second switchable point rail has a second switching portion and a second fixed rail. The second switching portion is swingably arranged.

[0015] The third switchable point rail is arranged on one side of the first switchable point rail. The third switchable point rail has a third switching portion and a third fixed rail. The third switching portion is swingably arranged. After the second switching portion and the third switching portion swing, they abut against each other or separate from each other.

[0016] The third track is arranged on one side of the second track:

[0017] The second curved rail is connected to the third track, and the third track leads to the second curved rail.

[0018] The fourth switchable point rail is arranged on one side of the second switchable point rail. The fourth switchable point rail has a fourth switching portion and a fourth fixed rail. The fourth switching portion is swingably arranged. After the fourth switching portion swings, it abuts against the second curved rail.

[0019] The first switchable point rail, the second switchable point rail, the third switchable point rail, and the fourth switchable point rail are arranged in sequence.

[0020] As a further technical solution, the first track, the second fixed rail, the third fixed rail, the fourth fixed rail, and the third track are arranged in parallel.

[0021] The first switching portion, the second switching portion, the third switching portion, and the fourth switching portion swing simultaneously.

[0022] The second curved rail is arranged in parallel with the first curved rail and the first fixed rail.

[0023] As a further technical solution, it further includes:

[0024] The ejector iron is arranged on the third track. After the third deflecting part swings, it abuts against or cancels the abutment with the ejector iron. The ejector iron has a threaded hole;

[0025] The rail brace is arranged on the side of the third track away from the third deflecting switch rail. The rail brace has a through hole;

[0026] The fixing bolt passes through the through hole and is threadedly arranged in the threaded hole. The fixing bolt passes through the third deflecting part. After the third deflecting part abuts against the second deflecting part, the end of the fixing bolt abuts against the second deflecting part;

[0027] The anti-loosening part is arranged between the fixing bolt and the rail brace.

[0028] As a further technical solution, the first track has a first supporting surface, the first deflecting switch rail has a second supporting surface, the second deflecting switch rail has a third supporting surface, the third deflecting switch rail has a fourth supporting surface, the fourth deflecting switch rail has a fifth supporting surface, the second bending rail has a sixth supporting surface, and the sixth supporting surface has a straight surface and a curved surface;

[0029] After the second deflecting part abuts against the third deflecting part, the fourth deflecting part abuts against the second bending rail. At this time, the third supporting surface and the fourth supporting surface form a narrow-distance straight surface, the fifth supporting surface and the straight surface form a wide-distance straight surface. The narrow-distance straight surface and the first supporting surface are used for narrow-gauge vehicles to pass, and the wide-distance straight surface and the first supporting surface are used for wide-gauge vehicles to pass.

[0030] As a further technical solution, when the second deflecting part is separated from the third deflecting part, the fourth deflecting part is separated from the second bending rail. At this time, the first supporting surface and the second supporting surface form a first narrow-distance curved surface, the sixth supporting surface and the curved surface form a second narrow-distance curved surface. The first narrow-distance curved surface and the second narrow-distance curved surface are used for narrow-gauge vehicles to turn and pass.

[0031] As a further technical solution, the fourth deflecting part further has a guard rail surface. When the fourth deflecting part is separated from the second bending rail, the guard rail surface is located on one side of the second narrow-distance curved surface for guarding the rail.

[0032] As a further technical solution, an installation space is formed between the third track and the third deflecting part. The ejector iron is arranged in the installation space. After the third deflecting part abuts against the third track, the ejector iron abuts against the side wall of the installation space, and the side surface of the rail brace tightly abuts against the third track.

[0033] As a further technical solution, the top iron has a fourth jack, the rail brace has a first jack, and the anti-loosening member includes:

[0034] An elastic gasket, which is arranged on one side of the rail brace and abuts against the rail brace. The elastic gasket has a through hole and a plurality of second jacks, and the second jacks are arranged circumferentially outside the through hole;

[0035] A contact gasket, which is arranged on one side of the elastic gasket. The contact gasket has a third jack, and the third jack is concentric and equal in diameter with the first jack. The first jack, the fourth jack and the third jack all have internal thread parts;

[0036] An auxiliary fixing bolt, which is threadedly arranged in the first jack, the fourth jack and the third jack and penetrates through the second jack.

[0037] As a further technical solution, the head of the fixing bolt has an anti-loosening hole, and the fixing bolt has an anti-loosening part on one side of the anti-loosening hole. The fixing bolt is threadedly arranged on the connecting hole of the contact gasket. The connecting hole has an internal thread, and the internal thread of the connecting hole has an anti-loosening notch. It further includes:

[0038] A pressing member, which has a fifth jack and also has an internal thread part. The auxiliary fixing bolt is threadedly arranged on the internal thread part. The pressing member has an anti-loosening insertion part, and the anti-loosening insertion part is inserted into the anti-loosening hole, abuts against the anti-loosening part and extends into the anti-loosening notch. The threads on both sides of the anti-loosening notch abut against the anti-loosening part for anti-loosening.

[0039] As a further technical solution, the elastic gasket is a corrugated gasket.

[0040] The working principle and beneficial effects of the present invention are:

[0041] In the present invention, the first track: As one of the basic tracks, it provides an initial driving path for the train. The first switch tongue is located on one side of the first track and consists of a swingable first deflecting part and a first fixed rail. The first deflecting part can swing flexibly to achieve abutment or cancellation of abutment with the first track, thereby changing the driving direction of the train. After abutting against the first track, it guides the train to travel in a specific direction; after canceling the abutment, it forms a gap with the first track to provide other driving options for the train. The first fixed rail is connected to the first curved rail, providing a passage for the train to turn to the first curved rail. The first curved rail is connected to the first fixed rail of the first switch tongue. After the first deflecting part abuts against the first track, the train can enter the first curved rail through the first fixed rail to achieve a turn in a specific direction. The second track is located on one side of the first switch tongue and includes a second switch tongue and a third switch tongue. The second switch tongue has a second deflecting part and a second fixed rail, and the second deflecting part can swing to change the driving direction of the train on the second track. The third switch tongue has a third deflecting part and a third fixed rail, and the third deflecting part can also swing and cooperate with the second deflecting part to achieve connection or separation of different tracks. The third track is located on one side of the second track, providing another driving path for the train. The second curved rail is connected to the third track. When the train needs to turn in the direction of the second curved rail, it can enter the second curved rail from the third track under the guidance of a specific switch tongue. The fourth switch tongue: Located on one side of the second switch tongue, it has a fourth deflecting part and a fourth fixed rail. The fourth deflecting part can swing and can abut against the second curved rail or the second deflecting part of the second switch tongue to achieve switching between different tracks.

[0042] Deflection state one: Achieving a turn

[0043] After the first deflecting part abuts against the first track, the second switch tongue and the third switch tongue separate, and the third switch tongue abuts against the third track. In this state, the wheels on one side of the train can travel from the first track through the first deflecting part in the direction of the first curved rail, and the wheels on the other side can travel through the third switch tongue towards the second curved rail, thereby achieving the turning of the train. This process makes full use of the different position combinations of multiple switch tongues to provide a specific driving path for the train, enabling the train to achieve flexible turning operations in a complex track structure. The first switch tongue guides the wheels on one side towards the first curved rail, while the third switch tongue guides the wheels on the other side towards the second curved rail, achieving a smooth turn of the train.

[0044] Deflection state two: Passing of narrow-gauge trains

[0045] When there is a gap formed by the first deflecting part disengaging from the first track, the second deflecting switch rail and the third deflecting switch rail come into contact. At this time, the first track and the second track can be used for narrow-gauge trains to pass through. In this state, the position adjustment of the deflecting switch rail provides a suitable driving path for narrow-gauge trains. Narrow-gauge trains can smoothly run on the first track and the second track without complex steering operations.

[0046] By controlling the position of the deflecting switch rail, the first track and the second track are connected into a passage suitable for narrow-gauge trains to run. This design improves the versatility of the railway turnout and can meet the running needs of trains with different gauges.

[0047] Deflecting state three: Running of wide-gauge trains

[0048] When the first track and the second track are used for narrow-gauge trains to pass through, the fourth deflecting switch rail contacts the second curved rail. In this state, the wheels of one side of the wide-gauge train can pass through the first track, and the other side passes through the third track and then enters the fourth fixed rail through the fourth deflecting part of the fourth deflecting switch rail. This process provides a specific running path for wide-gauge trains, enabling wide-gauge trains to smoothly pass through the complex track structure.

[0049] By controlling the position of the fourth deflecting switch rail, the wide-gauge train can run along a predetermined route. One side of the wheels runs on the first track, and the other side of the wheels enters the fourth fixed rail after passing through the third track and the fourth deflecting switch rail, realizing the smooth passing of the wide-gauge train.

[0050] This multi-state deflecting design enables the railway switch turnout to adapt to the running needs of different trains. Whether it is steering, narrow-gauge train passing or wide-gauge train running, it can be achieved by adjusting the position of the deflecting switch rail. This flexibility improves the efficiency of railway transportation, reduces the waiting time of trains, and meets the running needs of different types of trains in the complex railway network.

[0051] This turnout structure can meet the running needs of both narrow-gauge and wide-gauge trains at the same time, improving the versatility of the turnout. In different railway lines, the position of the deflecting switch rail can be adjusted according to the actual situation to provide a suitable running passage for trains with different gauges, reducing the costs of railway construction and maintenance.

[0052] Precise control of the deflecting switch rail and reasonable track layout can ensure the smooth transition of trains in different running states, reducing potential safety hazards caused by unsmooth track connections. The independent control and accurate position adjustment of each deflecting switch rail provide a stable running path for trains, ensuring the safety of train operation. Brief description of the drawings

[0053] The above characteristics, technical features, advantages and their implementation manners of the present invention will be further described below in a clear and understandable manner in conjunction with the accompanying drawings.

[0054] Figure 1 is a structural schematic diagram of the present invention;

[0055] Figure 2 is a partial structural schematic diagram of the present invention;

[0056] Figure 3 is Figure 2 a partial structural schematic diagram;

[0057] Figure 4 is Figure 2 a schematic diagram of hiding another part of the structure;

[0058] Figure 5 is Figure 2 a schematic diagram of the internal structure;

[0059] Figure 6 is Figure 2 a schematic diagram of the internal structure from another perspective;

[0060] Figure 7 is a schematic diagram of the track structure of the present invention;

[0061] Figure 8 is Figure 7 a schematic diagram of enlarged partial structure;

[0062] Figure 9 is Figure 7 a schematic diagram of enlarged structure of another part;

[0063] In the figure: the first track - 1, the first support surface - 101, the first switch tongue - 2, the first turning part - 201, the first fixed rail - 202, the gap - 203, the second support surface - 204, the first curved rail - 3, the second track - 4, the second switch tongue - 401, the second turning part - 4011, the second fixed rail - 4012, the third support surface - 4013, the third switch tongue - 402, the third turning part - 4021, the third fixed rail - 4022, the fourth support surface - 4023, the installation space - 4024, the third track - 5, the second curved rail - 6, the narrow - pitch straight surface - 604, the wide - pitch straight surface - 605, the fourth switch tongue - 7, the fourth turning part - 701, the fourth fixed rail - 702, the fifth support surface - 703, the guard rail surface - 704, the tie bar - 8, the threaded hole - 801, the fourth socket - 802, the rail brace - 9, the through - hole - 901, the first socket - 902, the fixing bolt - 10, the anti - loosening hole - 1001, the anti - loosening part - 1002, the anti - loosening piece - 11, the elastic gasket - 1101, the through - hole - 1102, the second socket - 1103, the abutting gasket - 1104, the third socket - 1105, the auxiliary fixing bolt - 1106, the connecting hole - 1107, the pressing piece - 12, the fifth socket - 1201, the anti - loosening insertion part - 1202. Detailed implementation manners

[0064] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation manners of the present invention will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to these drawings, and other implementation manners can also be obtained.

[0065] To make the drawings concise, only the parts related to the invention are schematically shown in each drawing, and they do not represent the actual structure of the product. Additionally, to make the drawings concise and easy to understand, in some drawings, components with the same structure or function are only schematically shown for one of them, or only one of them is labeled. In this article, "one" not only means "only this one", but also means "more than one" situation, and "several" includes "two" and "more than two".

[0066] In this article, it should be noted that unless otherwise clearly defined and limited, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0067] In addition, in the description of the present application, terms such as "first" and "second" are only used for differential description and should not be construed as indicating or implying relative importance.

[0068] Referring to Figures 1 to 9 , an embodiment of the present invention provides a railway switch rail, which includes a first rail 1. A first deflecting switch rail 2 is arranged on one side of the first rail 1. The first deflecting switch rail 2 has a first deflecting portion 201 and a first fixed rail 202. The first deflecting portion 201 is swingably arranged. After the first deflecting portion 201 swings, it abuts or cancels abutment with the first rail 1. After canceling the abutment, a gap 203 is formed with the first rail 1. A first bent rail 3 is connected to the first fixed rail 202, and the first fixed rail 202 leads to the first bent rail 3. A second rail 4 is arranged on one side of the first deflecting switch rail 2. The second rail 4 includes a second deflecting switch rail 401. The second deflecting switch rail 401 is arranged on one side of the first deflecting switch rail 2. The second deflecting switch rail 401 has a second deflecting portion 4011 and a second fixed rail 4012. The second deflecting portion 4011 is swingably arranged. A third deflecting switch rail 402 is arranged on one side of the first deflecting switch rail 2. The third deflecting switch rail has a third deflecting portion 4021 and a third fixed rail 4022. The third deflecting portion 4021 is swingably arranged. After the second deflecting portion 4011 and the third deflecting portion 4021 swing, they abut or separate from each other. A third rail 5 is arranged on one side of the second rail 4. A second bent rail 6 is connected to the third rail 5, and the third rail 5 leads to the second bent rail 6. A fourth deflecting switch rail 7 is arranged on one side of the second deflecting switch rail 401. The fourth deflecting switch rail 7 has a fourth deflecting portion 701 and a fourth fixed rail 702. The fourth deflecting portion 701 is swingably arranged. After the fourth deflecting portion 701 swings, it abuts against the second bent rail 6 or the second deflecting portion 4011.

[0069] In this embodiment, the first track 1: As one of the basic tracks, it provides an initial driving path for the train. The first switch point 2 is located on one side of the first track 1 and is composed of a swingable first switching part 201 and a first fixed rail 202. The first switching part 201 can swing flexibly to achieve abutment or cancellation of abutment with the first track 1, thereby changing the driving direction of the train. After abutting against the first track 1, it guides the train to travel in a specific direction; after canceling the abutment, a gap 203 is formed with the first track 1 to provide other driving options for the train. The first fixed rail 202 is connected to the first curved rail 3 to provide a passage for the train to turn to the first curved rail 3. The first curved rail 3 is connected to the first fixed rail 202 of the first switch point 2. After the first switching part 201 abuts against the first track 1, the train can enter the first curved rail 3 through the first fixed rail 202 to achieve a turn in a specific direction. The second track 4 is located on one side of the first switch point 2 and includes a second switch point 401 and a third switch point 402. The second switch point 401 has a second switching part 4011 and a second fixed rail 4012. The second switching part 4011 can swing to change the driving direction of the train on the second track 4. The third switch point 402 has a third switching part 4021 and a third fixed rail 4022. The third switching part 4021 can also swing and cooperate with the second switching part 4011 to achieve connection or separation of different tracks. The third track 5 is located on one side of the second track 4 to provide another driving path for the train. The second curved rail 6 is connected to the third track 5. When the train needs to turn in the direction of the second curved rail 6, it can enter the second curved rail 6 from the third track 5 through the guidance of a specific switch point. The fourth switch point 7: Located on one side of the second switch point 401, it has a fourth switching part 701 and a fourth fixed rail 702. The fourth switching part 701 can swing and can abut against the second curved rail 6 or the second switching part 4011 of the second switch point 401 to achieve switching between different tracks.

[0070] Switching state one: Achieving a turn

[0071] After the first switching part 201 abuts against the first track 1, the second switch point 401 and the third switch point 402 separate, and the third switch point 402 abuts against the third track 5. In this state, the wheels on one side of the train can travel from the first track 1 through the first switching part 201 in the direction of the first curved rail 3, and the wheels on the other side can travel through the third switch point 402 in the direction of the second curved rail 6, thereby achieving the turning of the train. This process makes full use of the different position combinations of multiple switch points to provide a specific driving path for the train, enabling the train to achieve flexible turning operations in a complex track structure. The first switch point 2 guides the wheels on one side towards the first curved rail 3, while the third switch point 402 guides the wheels on the other side towards the second curved rail 6, achieving a smooth turn of the train.

[0072] Switching state two: Passing of narrow-gauge trains

[0073] When the first direction-changing part 201 and the first track 1 are disengaged to form a gap 203, the second direction-changing switch rail 401 and the third direction-changing switch rail 402 are in contact. At this time, the first track 1 and the second track 4 can be used for narrow-gauge trains to pass through. In this state, the position adjustment of the direction-changing switch rails provides a suitable driving path for narrow-gauge trains. Narrow-gauge trains can smoothly run on the first track 1 and the second track 4 without complicated steering operations.

[0074] By controlling the position of the direction-changing switch rails, the first track 1 and the second track 4 are connected into a path suitable for narrow-gauge trains to run. This design improves the versatility of the railway turnout and can meet the running needs of trains with different gauges.

[0075] Direction-changing state three: Running of wide-gauge trains

[0076] When the first track 1 and the second track 4 are used for narrow-gauge trains to pass through, the fourth direction-changing switch rail 7 and the second curved rail 6 are in contact. In this state, the wheels of one side of the wide-gauge train can pass through the first track 1, and the other side passes through the third track 5 and then enters the fourth fixed rail 702 through the fourth direction-changing part 701 of the fourth direction-changing switch rail 7. This process provides a specific running path for wide-gauge trains, enabling wide-gauge trains to smoothly pass through the complex track structure.

[0077] By controlling the position of the fourth direction-changing switch rail 7, the wide-gauge train can run along a predetermined route. One side of the wheels runs on the first track 1, and the other side of the wheels enters the fourth fixed rail 702 after passing through the third track 5 and the fourth direction-changing switch rail 7, realizing the smooth passing of the wide-gauge train.

[0078] This multi-state direction-changing design enables the railway switch turnout to adapt to the running needs of different trains. Whether it is steering, passing of narrow-gauge trains or running of wide-gauge trains, it can be achieved by adjusting the position of the direction-changing switch rails. This flexibility improves the efficiency of railway transportation, reduces the waiting time of trains, and meets the running needs of different types of trains in the complex railway network.

[0079] This turnout structure can meet the running needs of both narrow-gauge and wide-gauge trains at the same time, improving the versatility of the turnout. In different railway lines, the position of the direction-changing switch rails can be adjusted according to the actual situation to provide a suitable running path for trains with different gauges, reducing the costs of railway construction and maintenance.

[0080] Precise switch rail control and reasonable track layout can ensure the smooth transition of the train under different driving conditions, reducing potential safety hazards caused by unsmooth track connections. The independent control and accurate position adjustment of each switch rail provide a stable driving path for the train, ensuring the safety of train operation.

[0081] Furthermore, the first track 1, the second fixed rail 4012, the third fixed rail 4022, the fourth fixed rail 702, and the third track 5 are arranged in parallel; the first switching part 201, the second switching part 4011, the third switching part 4021, and the fourth switching part 701 swing simultaneously; the second curved rail 6 is arranged in parallel with the first curved rail 3 and the first fixed rail 202.

[0082] In this embodiment, the third track 5 among the first track 1, the second fixed rail 4012, the third fixed rail 4022, the fourth fixed rail 702, and the third track 5 is arranged in parallel. This parallel layout makes the entire turnout system more regular in space, providing a basis for the smooth running of the train. The parallel tracks can ensure the stability of the driving direction when the train switches between different tracks, reducing the bumps and shakes caused by non-parallel tracks. Due to the parallel relationship of the tracks, the driving path of the train is smoother, the contact between the wheels and the tracks is more uniform, and the risks during the train operation are reduced.

[0083] The first switching part 201, the second switching part 4011, the third switching part 4021, and the fourth switching part 701 swing simultaneously. This synchronous swing design makes the turnout switching faster and more accurate. The coordinated actions of each switching part can complete the track conversion in a short time, improving the efficiency of railway transportation. Multiple trains need to switch tracks simultaneously. The synchronously swinging switching parts can ensure the orderly progress of the turnout switching process, avoiding chaos and delays caused by inconsistent actions of different switching parts.

[0084] The second curved rail 6 is arranged in parallel with the first curved rail 3 and the first fixed rail 202. This parallel relationship facilitates the conversion of the train between different curved rails. When the train needs to turn by passing through the first curved rail 3 and the second curved rail 6, the parallel layout can make the driving path of the train smoother, reducing the resistance and risks during the turning process.

[0085] The layout of parallel tracks and the direction-changing part with synchronous swing can significantly shorten the switching time of trains at turnouts, improving the efficiency of railway transportation. Trains can switch from one track to another more quickly, reducing waiting time and increasing the transportation capacity of the railway. The parallel tracks and the direction-changing part with synchronous swing can make the turnout system more stable and reliable. The parallel tracks can reduce the swaying and bumping of trains during operation, reducing the risk of track wear and damage. The direction-changing part with synchronous swing can ensure the accurate switching process of the turnout, reducing railway accidents caused by turnout failures. Under adverse weather conditions, a stable turnout system can ensure the safe operation of trains and avoid traffic disruptions caused by turnout failures.

[0086] The regular layout of parallel tracks and the curved tracks arranged in parallel make the turnout system easier to maintain and manage. Maintenance personnel can more conveniently check the condition of the tracks and promptly discover and handle potential problems. The parallel layout also makes the adjustment and maintenance of turnouts simpler and faster, reducing maintenance costs.

[0087] Furthermore, it further includes: a top iron 8, the top iron 8 is arranged on the third track 5, after the third direction-changing part 4021 swings, it abuts or cancels abutting against the top iron 8, the top iron 8 has a threaded hole 801, a rail brace 9 is arranged on the side of the third track 5 away from the third direction-changing switch rail 402, the rail brace 9 has a through hole 901, a fixing bolt 10 passes through the through hole 901 and is threadedly arranged in the threaded hole 801, the fixing bolt 10 passes through the third direction-changing part 4021, after the third direction-changing part 4021 abuts against the second direction-changing part 4011, the end of the fixing bolt 10 abuts against the second direction-changing part 4011, and a lock washer 11 is arranged between the fixing bolt 10 and the rail brace 9.

[0088] In this embodiment, the top iron 8 is arranged on the third track 5 of the third track 5, playing a role of support and positioning. When the third direction-changing part 4021 swings, it can abut or cancel abutting against the top iron 8, thereby realizing different track connection states. The threaded hole 801 on the top iron 8 is used to cooperate with the fixing bolt 10 to realize the connection and fixation with the rail brace 9. During the turnout switching process, when the third direction-changing part 4021 needs to form a specific connection with the third track 5, the top iron 8 can ensure the accurate position of the third direction-changing part 4021, preventing it from swinging excessively or deviating from the predetermined position.

[0089] The rail brace 9 is arranged on the side of the third track 5 away from the third direction-changing switch rail 402, providing additional support force for the track and enhancing the stability of the track. The through hole 901 on the rail brace 9 is used for the fixing bolt 10 to pass through, cooperating with the threaded hole 801 on the top iron 8 to firmly connect the rail brace 9 and the top iron 8 together.

[0090] The fixing bolt 10 passes through the through hole 901 of the rail brace 9 and is threadedly arranged in the threaded hole 801 of the base plate 8, firmly connecting the rail brace 9 and the base plate 8 together. At the same time, the fixing bolt 10 also passes through the third deflection part 4021. After the third deflection part 4021 abuts against the second deflection part 4011, the end of the fixing bolt 10 abuts against the second deflection part 4011, further enhancing the connection stability between the third deflection part 4021 and the second deflection part 4011. The fixing bolt 10 can ensure the firm and reliable connection between various components, preventing the turnout components from loosening or separating due to the vibration and impact force of the train.

[0091] The anti-loosening part 11 is arranged between the fixing bolt 10 and the rail brace 9, playing a role in preventing the fixing bolt 10 from loosening. Since the turnout will be subjected to the vibration and impact force of the train during use, the fixing bolt 10 is prone to loosening, while the anti-loosening part 11 can increase the connection stability of the fixing bolt 10 and prevent it from loosening.

[0092] The base plate 8 is arranged on the third rail 5 of the third track. When the third deflection part 4021 is in a specific position, the base plate 8 can provide a supporting effect on it. This supporting effect is mainly reflected in the following aspects:

[0093] Reducing wear: During the turnout switching process, the third deflection part 4021 will swing frequently and contact other components. The support of the base plate 8 can share part of the pressure from the third deflection part 4021, reducing the friction and wear between it and the surrounding components. After the third deflection part 4021 abuts against the third rail 5, the base plate 8 can prevent the third deflection part 4021 from sinking or shifting excessively, thereby reducing its wear with the third rail 5. The presence of the base plate 8 makes the third deflection part 4021 more stable during the swinging process. It can limit the swinging amplitude of the third deflection part 4021, preventing it from swinging excessively and causing loose track connections or safety hazards. When the train passes through the turnout, the base plate 8 can ensure that the third deflection part 4021 remains in the correct position, ensuring the continuity and stability of the track. The train will generate huge pressure and impact force on the track when passing through the turnout. The base plate 8 can help disperse these stresses, reducing the stress concentration borne by the third deflection part 4021. This can extend the service life of the third deflection part 4021 and reduce deformation or damage caused by excessive stress.

[0094] Since the top iron 8 reduces the wear and stress of the third deflecting part 4021, the probability of failure of the third deflecting part 4021 can be reduced. This means that the maintenance frequency of the switch will be reduced, saving maintenance costs and time. Without the support of the top iron 8, the third deflecting part 4021 needs to be frequently replaced due to frequent wear. With the support of the top iron 8, the service life of the third deflecting part 4021 is extended and the maintenance frequency is correspondingly reduced. The support of the top iron 8 makes the third deflecting part 4021 more reliable during operation. It can ensure that the third deflecting part 4021 can work properly under various working conditions, reducing the switch failure caused by the failure of the third deflecting part 4021. Under harsh weather conditions or when high-speed trains pass by, the top iron 8 can ensure the stability of the third deflecting part 4021 and improve the reliability of the switch. The third deflecting part 4021 is an important component of the switch, and the extension of its service life will also have a positive impact on the life of the entire switch. When the life of the third deflecting part 4021 is extended, the life of other components will also be extended accordingly because the interaction between them will reduce the damage to each other. The stable operation of the third deflecting part 4021 can reduce the impact on the surrounding tracks and connectors, thereby extending the service life of the entire switch.

[0095] The combined use of the top iron 8, rail brace 9, fixing bolt 10 and anti-loosening part 11 can greatly improve the stability of the switch. The top iron 8 provides support and positioning for the third deflecting part 4021, the rail brace 9 enhances the stability of the track, the fixing bolt 10 firmly connects each component together, and the anti-loosening part 11 prevents the fixing bolt 10 from loosening. These components work together to ensure that the switch will not deform or displace when the train passes.

[0096] The existence of these components makes the switch more reliable during long-term use. The fixing bolt 10 and anti-loosening part 11 can prevent connection loosening and reduce the probability of switch failure. The supporting functions of the top iron 8 and rail brace 9 can extend the service life of the switch and reduce the maintenance and replacement frequency.

[0097] Furthermore, the first rail 1 has a first supporting surface 101, the first deflecting switch rail 2 has a second supporting surface 204, the second deflecting switch rail 401 has a third supporting surface 4013, the third deflecting switch rail 402 has a fourth supporting surface 4023, the fourth deflecting switch rail 7 has a fifth supporting surface 703, the second curved rail 6 has a sixth supporting surface, and the sixth supporting surface has a straight surface and a curved surface;

[0098] After the second deflecting part 4011 abuts against the third deflecting part 4021, the fourth deflecting part 701 abuts against the second curved rail 6. At this time, the third supporting surface 4013 and the fourth supporting surface 4023 form a narrow-gauge straight surface 604, and the fifth supporting surface 703 and the straight surface form a wide-gauge straight surface 605. The narrow-gauge straight surface 604 and the first supporting surface 101 are used for narrow-gauge vehicles to pass through, and the wide-gauge straight surface 605 and the first supporting surface 101 are used for wide-gauge vehicles to pass through.

[0099] In this embodiment, the first track 1 has a first supporting surface 101, which provides a basic support and driving plane for the train. The first deflecting switch rail 2 has a second supporting surface 204, which cooperates with other components in different deflecting states to provide support for the train in a specific direction. The second deflecting switch rail 401 has a third supporting surface 4013, the third deflecting switch rail 402 has a fourth supporting surface 4023, and the fourth deflecting switch rail 7 has a fifth supporting surface 703. These supporting surfaces play important roles in different track connection states. The second curved rail 6 has a sixth supporting surface, and the sixth supporting surface is divided into a straight surface and a curved surface to adapt to different driving requirements.

[0100] After the second deflecting part 4011 abuts against the third deflecting part 4021, the fourth deflecting part 701 abuts against the second curved rail 6. At this time, the third supporting surface 4013 and the fourth supporting surface 4023 form a narrow-gauge straight surface 604, and the fifth supporting surface 703 and the straight surface form a wide-gauge straight surface 605. This specific abutting state enables different supporting surfaces to combine into straight surfaces with different gauges, providing suitable driving channels for vehicles with different gauges.

[0101] By the abutment of the deflecting switch rails and the combination of the supporting surfaces, it is possible to accommodate the passage of narrow-gauge and wide-gauge vehicles. When a narrow-gauge vehicle is traveling, the narrow-gauge straight surface 604 and the first supporting surface 101 act together to provide a stable driving track for it. Similarly, when a wide-gauge vehicle passes through, the wide-gauge straight surface 605 and the first supporting surface 101 cooperate to ensure the safe driving of the vehicle. It can simultaneously meet the passage of vehicles with different gauges, reducing the time required for track conversion and adjustment due to different gauges, and improving the efficiency of railway transportation. Especially on busy railway transportation lines, this design can reduce the waiting time of trains and increase the throughput of the line. The mobility of the deflecting switch rails and the diverse combination of the supporting surfaces make the turnout more flexible. It is possible to quickly adjust the state of the turnout according to the actual transportation needs to adapt to the passage of vehicles with different gauges and different driving directions.

[0102] Further, when the second deflecting part 4011 is separated from the third deflecting part 4021, the fourth deflecting part 701 is separated from the second curved rail 6. At this time, the first support surface 101 and the second support surface 204 form a first narrow-spacing curved surface, and the sixth support surface and the curved surface form a second narrow-spacing curved surface. The first narrow-spacing curved surface and the second narrow-spacing curved surface are used for the steering passage of narrow-spacing vehicles.

[0103] In this embodiment, when the second deflecting part 4011 is separated from the third deflecting part 4021 and the fourth deflecting part 701 is separated from the second curved rail 6, the turnout enters a specific layout state. This separation state creates the necessary space and track connection conditions for the steering of narrow-spacing vehicles. The separation of each deflecting part is achieved through precise mechanical control. Further, the fourth deflecting part 701 further has a guard rail surface 704. When the fourth deflecting part 701 is separated from the second curved rail 6, the guard rail surface 704 is located on one side of the second narrow-spacing curved surface for rail guarding.

[0104] In this embodiment, in the railway switch turnout, in addition to the function of cooperating with other components to achieve track switching, the fourth deflecting part 701 also has a guard rail surface 704. When the fourth deflecting part 701 is separated from the second curved rail 6, the guard rail surface 704 is located on one side of the second narrow-spacing curved surface. This specific position arrangement enables the guard rail surface 704 to play a rail guarding role under specific track conditions. It guards against the one side of the second narrow-spacing curved surface. When the narrow-spacing vehicle turns through the second narrow-spacing curved surface, the guard rail surface 704 can provide additional protection and guidance for the vehicle.

[0105] The presence of the guard rail surface 704 can prevent the vehicle from derailing when passing through the second narrow-spacing curved surface. Especially when the vehicle is traveling at high speed or affected by external forces, the guard rail surface 704 can effectively limit the lateral movement of the vehicle and ensure that the vehicle always travels on the track. At the curve or where the turnout connection is not smooth, the vehicle is prone to deviating from the track under the action of centrifugal force. The guard rail surface 704 can provide additional support and guidance, reducing the risk of vehicle derailment and improving the safety of railway transportation. For narrow-spacing vehicles, they need to maintain a stable driving state when passing through the curved surface. The guard rail surface 704 can contact the wheels, provide additional support force, reduce the shaking and bumping of the vehicle, and enhance the driving stability of the vehicle. The guard rail surface 704 can act as a guiding device to help the vehicle accurately enter and pass through the second narrow-spacing curved surface. It can provide a clear driving path for the vehicle, reduce the wrong choices of the vehicle at the turnout, and improve the efficiency of railway transportation.

[0106] Further, an installation space 4024 is formed between the third rail 5 and the third deflecting part 4021. The tie bar 8 is arranged in the installation space 4024. After the third deflecting part 4021 abuts against the third rail 5, the tie bar 8 abuts against the side wall of the installation space 4024, and the side surface of the rail brace 9 tightly abuts against the third rail 5.

[0107] In this embodiment, an installation space 4024 is formed between the third track 5 and the third direction-changing part 4021. This installation space 4024 provides a specific position for the setting of the bearing block 8. The bearing block 8 can be stably installed in the installation space 4024 and cooperate with other components. The height and width of the installation space 4024 can be determined according to the size of the bearing block 8 and the movement range of the third direction-changing part 4021, so that the bearing block 8 can play a supporting role in the installation space 4024 without affecting the normal swinging of the third direction-changing part 4021.

[0108] The bearing block 8 is arranged in the installation space 4024. After the third direction-changing part 4021 abuts against the third track 5, the bearing block 8 abuts against the side wall of the installation space 4024. The bearing block 8 can provide a supporting force for the third direction-changing part 4021 at this position to prevent the third direction-changing part 4021 from swinging excessively or deviating from the predetermined position. During the turnout switching process, the third direction-changing part 4021 needs to be closely connected to the third track 5 to ensure the continuity of the track. The presence of the bearing block 8 can ensure that the third direction-changing part 4021 remains stable after abutting against the third track 5, improving the reliability and safety of the turnout. The side of the rail brace 9 abuts closely against the third track 5. The function of the rail brace 9 is to provide an additional supporting force for the third track 5 and enhance the stability of the track. The close-abutting design can ensure that the rail brace 9 can effectively transmit the supporting force and reduce the vibration and deformation of the track when the train passes.

[0109] The bearing block 8 in the installation space 4024 and the rail brace 9 that abuts closely against the third track 5 work together to greatly improve the stability of the turnout. The bearing block 8 provides support for the third direction-changing part 4021, and the rail brace 9 provides an additional supporting force for the third track 5. The two cooperate with each other to ensure that the turnout can maintain a stable structure under various working conditions. The design of the installation space 4024 makes the installation and maintenance of the bearing block 8 more convenient. The close abutment of the rail brace 9 with the third track 5 also makes the adjustment and repair of the rail brace 9 easier. This design can reduce the maintenance time and cost and improve the maintenance efficiency of the turnout.

[0110] Furthermore, the top iron 8 has a fourth jack 802, the rail brace 9 has a first jack 902, and the anti-loosening member 11 includes: an elastic gasket 1101, the elastic gasket 1101 is arranged on one side of the rail brace 9 and abuts against the rail brace 9, the elastic gasket 1101 has a through hole 1102 and a second jack 1103, the number of the second jacks 1103 is several and they are arranged circumferentially outside the through hole 1102, a contact gasket 1104 is arranged on one side of the elastic gasket 1101, the contact gasket 1104 has a third jack 1105, the third jack 1105 is concentric and equal in diameter with the first jack 902, the first jack 902, the fourth jack 802 and the third jack 1105 all have internal thread portions, and an auxiliary fixing bolt 1106 is threadedly arranged in the first jack 902, the fourth jack 802 and the third jack 1105 and passes through the second jack 1103.

[0111] In this embodiment, the rail brace 9 is provided with a first jack 902, which provides a basis for the installation of the subsequent anti-loosening member 11. The size and shape of the first jack 902 are carefully designed to ensure good cooperation with other components of the anti-loosening member 11. The diameter and depth of the first jack 902 can be determined according to the size of the fixing bolt 10 and the required anti-loosening effect, so that the anti-loosening member 11 can effectively play its role. The elastic gasket 1101 is arranged on one side of the rail brace 9 and closely abuts against the rail brace 9. The elastic gasket 1101 has a through hole 1102 for the fixing bolt 10 to pass through. At the same time, several second jacks 1103 are arranged circumferentially outside the through hole 1102 on the elastic gasket 1101. The elastic gasket 1101 has two main functions. On the one hand, it can provide a certain elastic buffer to reduce the vibration and impact force received by the fixing bolt 10 during use, thereby reducing the risk of bolt loosening. On the other hand, the circumferentially arranged second jacks 1103 provide positions for the installation of the auxiliary fixing bolts 1106.

[0112] The contact gasket 1104 is arranged on one side of the elastic gasket 1101. The contact gasket 1104 is provided with a third jack 1105, and the third jack 1105 is concentric and equal in diameter with the first jack 902 of the rail brace 9. Both the first jack 902 and the third jack 1105 have internal thread portions for cooperating with the auxiliary fixing bolt 1106. The function of the contact gasket 1104 is to, together with the elastic gasket 1101, enhance the connection stability of the fixing bolt 10 through the action of the auxiliary fixing bolt 1106. The contact gasket 1104 can increase the contact area between the fixing bolt 10 and the rail brace 9, disperse the pressure, and improve the anti-loosening effect.

[0113] The auxiliary fixing bolt 1106 is threadedly arranged in the first jack 902 and the third jack 1105, and penetrates through the second jack 1103 of the elastic gasket 1101. The auxiliary fixing bolt 1106 cooperates with the fixing bolt 10 to further enhance the connection stability between the rail brace 9 and other components. The tightening degree of the auxiliary fixing bolt 1106 can be adjusted according to actual needs to achieve the best anti-loosening effect.

[0114] The combined use of the elastic gasket 1101, the abutting gasket 1104 and the auxiliary fixing bolt 1106 greatly enhances the anti-loosening effect of the anti-loosening component 11. The elastic buffering effect of the elastic gasket 1101 can reduce the influence of vibration and impact force on the fixing bolt 10. The abutting gasket 1104 increases the contact area and disperses the pressure. The auxiliary fixing bolt 1106 further strengthens the connection stability. When the train frequently passes through the turnout, these anti-loosening components 11 can effectively prevent the fixing bolt 10 from loosening due to vibration, ensuring the safe and reliable operation of the turnout. Reliable anti-loosening components 11 can reduce the failures of the turnout caused by bolt loosening, improve the reliability and service life of the turnout. During the long-term use process, the anti-loosening components 11 can maintain the connection stability of the fixing bolt 10 and reduce the frequency of maintenance and replacement. A reliable turnout can reduce train delays and safety accidents caused by turnout failures, improving the efficiency and safety of railway transportation.

[0115] The structural design of the anti-loosening component 11 is relatively simple, and both installation and adjustment are relatively convenient. The elastic gasket 1101 and the abutting gasket 1104 can be easily installed on the fixing bolt 10, and the tightening degree of the auxiliary fixing bolt 1106 can also be adjusted according to the actual situation. During the maintenance and repair process of the turnout, the staff can quickly inspect and replace the anti-loosening component 11 to ensure that the anti-loosening effect of the turnout is always good.

[0116] Furthermore, the bolt head of the fixing bolt 10 has an anti-loosening hole 1001. The fixing bolt 10 has an anti-loosening part 1002 on one side of the anti-loosening hole 1001. The fixing bolt 10 is threadedly arranged on the connection hole 1107 of the abutting gasket 1104. The connection hole 1107 has an internal thread, and the internal thread has an anti-loosening notch. It further includes: a pressing component 12. The pressing component 12 has a fifth jack 1201, and the fifth jack 1201 also has an internal thread part. The auxiliary fixing bolt 1106 is threadedly arranged on the internal thread part. The pressing component 12 has an anti-loosening insertion part 1202. The anti-loosening insertion part 1202 is inserted into the anti-loosening hole 1001, abuts against the anti-loosening part 1002 and extends into the anti-loosening notch. The threads on both sides of the anti-loosening notch abut against the anti-loosening part 1002 for anti-loosening.

[0117] In this embodiment, the bolt head of the fixing bolt 10 has a loosening prevention hole 1001, and a loosening prevention portion 1002 is also provided on one side of the fixing bolt 10 where the loosening prevention hole 1001 is located. These structural designs provide a basis for further loosening prevention measures. The loosening prevention hole 1001 is used to accommodate the loosening prevention insertion portion 1202 of the pressing member 12, while the loosening prevention portion 1002 cooperates with the loosening prevention insertion portion 1202 and the loosening prevention notch of the internal thread in the connection hole 1107 of the abutting gasket 1104 to achieve the loosening prevention function. The connection hole 1107 of the abutting gasket 1104 has an internal thread for threaded cooperation with the fixing bolt 10. At the same time, the internal thread has a loosening prevention notch. When the loosening prevention insertion portion 1202 of the pressing member 12 is inserted into the loosening prevention hole 1001 and abuts against the loosening prevention portion 1002, the threads on both sides of the loosening prevention notch will also abut against the loosening prevention portion 1002, further enhancing the loosening prevention effect. The pressing member 12 has a fifth jack 1201, and the fifth jack 1201 also has an internal thread portion for threaded cooperation with the auxiliary fixing bolt 1106. The main function of the pressing member 12 is to cooperate with the loosening prevention hole 1001 and the loosening prevention portion 1002 of the fixing bolt 10 and the loosening prevention notch of the connection hole 1107 of the abutting gasket 1104 through its loosening prevention insertion portion 1202 to achieve the loosening prevention function. After the loosening prevention insertion portion 1202 is inserted into the loosening prevention hole 1001, it abuts against the loosening prevention portion 1002 and is inserted into the loosening prevention notch, so that the fixing bolt 10 is not easily loosened when subjected to vibration and external forces.

[0118] The combination of the elastic gasket 1101, the abutting gasket 1104 and the auxiliary fixing bolt 1106 has played a certain loosening prevention role. On this basis, the loosening prevention hole 1001 and the loosening prevention portion 1002 of the fixing bolt 10, the loosening prevention notch of the connection hole 1107 of the abutting gasket 1104 and the loosening prevention insertion portion 1202 of the pressing member 12 cooperate with each other, further enhancing the loosening prevention effect. This multiple loosening prevention mechanism can effectively prevent the fixing bolt 10 from loosening during the use of the railway switch turnout, ensuring the safe and reliable operation of the turnout. Reliable loosening prevention measures can improve the stability and reliability of the railway switch turnout. When the train passes through the turnout, large vibrations and impact forces will be generated. If the fixing bolt 10 loosens, it may cause displacement and deformation of the turnout components, affecting the normal use of the turnout and the safe driving of the train. Through the multiple loosening prevention mechanism, it can be ensured that the fixing bolt 10 always remains tightened, improving the stability and reliability of the turnout. Although this design adds some complex structures, when maintaining and replacing the fixing bolt 10, these loosening prevention parts 1002 can play an auxiliary role. When disassembling the fixing bolt 10, the pressing member 12 can be removed first, and then the auxiliary fixing bolt 1106 and the fixing bolt 10 can be loosened, which can make the maintenance and replacement operations more convenient. At the same time, the design of these loosening prevention parts 1002 also makes the installation of the fixing bolt 10 more standardized and reliable, reducing the possibility of installation errors.

[0119] Furthermore, the elastic gasket 1101 is a corrugated gasket.

[0120] In this embodiment, the elastic gasket 1101 is a corrugated gasket. This corrugated design has the following characteristics: Compared with traditional flat gaskets, the corrugated gasket has a undulating corrugated shape. This shape enables the gasket to produce a certain amount of elastic deformation when subjected to pressure. When the fixing bolt 10 is tightened, the corrugated gasket will be compressed, and its corrugated shape can adapt to the small gaps and unevenness between different components, providing better contact and sealing effects. The corrugated design increases the elastic performance of the gasket. During the use of railway switch points, due to the vibration and impact force of the train, the fixing bolt 10 will be subjected to dynamic loads. The corrugated gasket can absorb and buffer these vibrations and impact forces, reducing the risk of loosening of the fixing bolt 10.

[0121] As part of the anti-loosening component 11, the elastic performance of the corrugated gasket can enhance the effect of the entire anti-loosening system. It can provide a continuous elastic reaction force when the fixing bolt 10 is subjected to vibration and external forces, keeping the fixing bolt 10 in a tightened state. Compared with ordinary gaskets, the corrugated gasket can better adapt to the dynamic working environment of the switch point, reducing the possibility of loosening of the fixing bolt 10 due to vibration and improving the safety and stability of the switch point. The design of the corrugated gasket is relatively simple, facilitating installation and use. It can be used in conjunction with other anti-loosening components 11 such as the abutting gasket 1104 and the auxiliary fixing bolt 1106, without the need for special installation tools or complex installation steps. The staff can easily replace the corrugated gasket to ensure the effectiveness of the anti-loosening system.

[0122] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered by the scope of the claims of the present invention.

Claims

1. A railway point track switch, characterized in that: include: First track (1); a first direction-changing point rail (2), the first direction-changing point rail (2) being arranged on one side of the first track rail (1), the first direction-changing point rail (2) comprising a first direction-changing portion (201) and a first fixed rail (202), the first direction-changing portion (201) being swingably arranged, the first direction-changing portion (201) being in contact with or cancelling the contact with the first track rail (1) after being swung, and forming a gap (203) with the first track rail (1) after cancelling the contact; A first curved rail (3), the first curved rail (3) being connected to the first fixed rail (202), the first fixed rail (202) leading to the first curved rail (3); A second track (4), the second track (4) being arranged on one side of the first turning point track (2), the second track (4) comprising: a second direction-changing point rail (401), the second direction-changing point rail (401) being arranged on one side of the first direction-changing point rail (2), the second direction-changing point rail (401) comprising a second direction-changing portion (4011) and a second fixed rail (4012), the second direction-changing portion (4011) being arranged to swing; a third direction-changing point rail (402), the third direction-changing point rail (402) being arranged on one side of the first direction-changing point rail (2), the third direction-changing point rail comprising a third direction-changing portion (4021) and a third fixed rail (4022), the third direction-changing portion (4021) being swingably arranged, and the second direction-changing portion (4011) and the third direction-changing portion (4021) being mutually abutted or separated after being swung; A third track (5), wherein the third track (5) is arranged on one side of the second track (4): a second curved rail (6), the second curved rail (6) being connected to the third rail (5), the third rail (5) leading to the second curved rail (6); a fourth direction-changing point rail (7), the fourth direction-changing point rail (7) being arranged on one side of the second direction-changing point rail (401), the fourth direction-changing point rail (7) comprising a fourth direction-changing portion (701) and a fourth fixed rail (702), the fourth direction-changing portion (701) being swingably arranged, and the fourth direction-changing portion (701) being in contact with the second curved rail (6) after being swung; The first direction-changing point rail (2), the second direction-changing point rail (401), the third direction-changing point rail (402) and the fourth direction-changing point rail (7) are arranged in sequence.

2. A railway point track switch according to claim 1, characterized in that: The first track (1), the second fixed track (4012), the third fixed track (4022), the fourth fixed track (702) and the third track (5) are arranged in parallel; The first direction-changing portion (201), the second direction-changing portion (4011), the third direction-changing portion (4021) and the fourth direction-changing portion (701) swing simultaneously; The second curved rail (6) is arranged parallel to the first curved rail (3) and the first fixed rail (202).

3. The railway point track switch according to claim 1, characterized in that: Also includes: A top iron (8), the top iron (8) being arranged on the third rail (5), the third direction-changing portion (4021) abutting against or canceling the abutment with the top iron (8) after swinging, the top iron (8) having a threaded hole (801); A rail support (9), the rail support (9) being arranged on a side of the third track rail (5) away from the third turning point rail (402), the rail support (9) having a through hole (901); a fixing bolt (10), the fixing bolt (10) passing through the through hole (901) and being threadedly arranged in the threaded hole (801), the fixing bolt (10) passing through the third direction-changing portion (4021), and after the third direction-changing portion (4021) abuts against the second direction-changing portion (4011), an end of the fixing bolt (10) abuts against the second direction-changing portion (4011); An anti-loosening member (11), wherein the anti-loosening member (11) is arranged between the fixing bolt (10) and the rail support (9).

4. The railway point track switch according to claim 1, characterized in that: The first track (1) has a first supporting surface (101), the first direction-changing point rail (2) has a second supporting surface (204), the second direction-changing point rail (401) has a third supporting surface (4013), the third direction-changing point rail (402) has a fourth supporting surface (4023), the fourth direction-changing point rail (7) has a fifth supporting surface (703), and the second curved rail (6) has a sixth supporting surface, the sixth supporting surface having a straight surface and a curved surface; After the second direction-changing portion (4011) abuts against the third direction-changing portion (4021), the fourth direction-changing portion (701) abuts against the second curved rail (6), at which time the third support surface (4013) and the fourth support surface (4023) form a narrow-distance straight surface (604), and the fifth support surface (703) and the straight surface form a wide-distance straight surface (605), the narrow-distance straight surface (604) and the first support surface (101) are used for narrow-distance vehicles to pass through, and the wide-distance straight surface (605) and the first support surface (101) are used for wide-distance vehicles to pass through.

5. The railway point track switch according to claim 4, characterized in that: When the second turning portion (4011) is separated from the third turning portion (4021), the fourth turning portion (701) is separated from the second curved track (6), at which time the first supporting surface (101) and the second supporting surface (204) form a first narrow-pitch curved surface, and the sixth supporting surface and the curved surface form a second narrow-pitch curved surface, and the first narrow-pitch curved surface and the second narrow-pitch curved surface are used for narrow-pitch vehicles to turn and pass.

6. The railway point track switch according to claim 5, characterized in that: The fourth direction-changing portion (701) further comprises a rail protection surface (704); when the fourth direction-changing portion (701) is separated from the second curved rail (6), the rail protection surface (704) is located on one side of the second narrow-pitch curved surface and is used for rail protection.

7. The railway point track switch according to claim 3, characterized in that: An installation space (4024) is formed between the third rail (5) and the third direction-changing portion (4021), and the top iron (8) is arranged in the installation space (4024). After the third direction-changing portion (4021) abuts against the third rail (5), the top iron (8) abuts against a side wall of the installation space (4024), and the side surface of the rail support (9) tightly abuts against the third rail (5).

8. The railway point track switch according to claim 3, characterized in that: The top iron (8) has a fourth insertion hole (802), the rail support (9) has a first insertion hole (902), and the anti-loosening member (11) comprises: An elastic gasket (1101), the elastic gasket (1101) being arranged on one side of the rail support (9) and abutting against the rail support (9), the elastic gasket (1101) having a through hole (1102) and a second plug hole (1103), the second plug holes (1103) being a plurality and circumferentially arranged outside the through hole (1102); an abutting gasket (1104), the abutting gasket (1104) being arranged on one side of the elastic gasket (1101), the abutting gasket (1104) having a third plug hole (1105), the third plug hole (1105) being arranged concentrically and diametrically with the first plug hole (902), the first plug hole (902), the fourth plug hole (802) and the third plug hole (1105) all having an internal threaded portion; An auxiliary fixing bolt (1106), wherein the auxiliary fixing bolt (1106) is threadedly disposed in the first insertion hole (902), the fourth insertion hole (802), and the third insertion hole (1105), and passes through the second insertion hole (1103).

9. The railway point track switch according to claim 8, characterized in that: The bolt head of the fixing bolt (10) has an anti-loosening hole (1001), the fixing bolt (10) has an anti-loosening portion (1002) located on one side of the anti-loosening hole (1001), the fixing bolt (10) is threadedly arranged on the connecting hole (1107) of the abutting gasket (1104), the connecting hole (1107) has an internal thread, and the internal thread of the connecting hole (1107) has an anti-loosening notch, and further comprises: A clamping piece (12), the clamping piece (12) having a fifth insertion hole (1201), the fifth insertion hole (1201) also having an internal threaded portion, the auxiliary fixing bolt (1106) being threadedly arranged on the internal threaded portion, the clamping piece (12) having an anti-loosening insertion portion (1202), the anti-loosening insertion portion (1202) being inserted into the anti-loosening hole (1001), abutting against the anti-loosening portion (1002) and extending into the anti-loosening notch, the threads on both sides of the anti-loosening notch abutting against the anti-loosening portion (1002) for preventing loosening.

10. The railway point track switch according to claim 8, characterized in that: The elastic gasket (1101) is a wave-shaped gasket.

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