Integral turnout reverse curve longitudinal movement steering system and sliding method

Abstract

The present application belongs to the field of track construction technology, especially to a whole turnout reverse curve longitudinal moving steering system and sliding method, which solves the problems of poor anti-overturning ability of the existing whole trolley under strong wind environment, easy to swing tail and hit the tunnel side wall when moving in the narrow tunnel curve, and lack of emergency braking protection when moving on the slope. The system includes turnout and multiple trolley chassis, and the turnout and trolley chassis are provided with a control mechanism, the control mechanism includes multiple slide rods sliding through the trolley chassis, the bottom of the slide rod is rotatably connected with a roller III, the top of the trolley chassis is provided with an anti-overturning mechanism on both sides, the anti-overturning mechanism includes a wind deflector rotating on the top of the trolley chassis and multiple rollers IV arranged below the trolley chassis, and further includes a connecting mechanism for connecting adjacent two trolley chassis, the connecting mechanism includes a rear side plate and a connecting plate fixed at both ends of the trolley chassis, respectively. The present application is used for longitudinal moving steering of the whole turnout under complex line conditions.

Description

Technical Field

[0001] This invention relates to the field of track construction technology, and in particular to an integral turnout reverse curve longitudinal movement steering system and sliding method. Background Technology

[0002] In the construction and maintenance of underground projects such as tunnels and mines, as well as large bridges, it is necessary to transport heavy materials such as concrete, precast components, and construction equipment from the ground to underground or elevated work surfaces. The longitudinal movement steering system of the overall turnout reverse curve serves as an important transportation carrier, and its performance directly affects the efficiency and safety of the project.

[0003] In the prior art, when a trolley or transportation system passes through a turnout, its steering mechanism usually relies on a complex electrical control system or an external mechanical guidance structure, such as changing the direction of the wheelset through an active drive reversing mechanism set on the track. This approach not only increases the electrical complexity and maintenance cost of the system, but is also prone to failure in harsh environments such as humid and dusty conditions, making it difficult to guarantee reliability. When the transportation system is operating in areas with strong winds, such as overpasses, the lateral torque generated by strong winds can easily cause the trolley to overturn due to the high center of gravity of the trolley and the load. This poses a serious safety hazard. Traditional wind protection measures usually involve adding counterweights or external anchoring. However, adding counterweights increases the weight of the trolley and affects transportation efficiency, while external anchoring cannot provide continuous protection during dynamic movement. During longitudinal movement, especially when passing through reverse curves, the tail of the transport train composed of multiple trolleys will generate a large tail-swing radius, which is prone to collision with the tunnel sidewall or the edge of the turnout, causing equipment damage and transport interruption. Existing connection mechanisms are mostly rigid or ordinary hinged structures, which cannot automatically adjust the distance between adjacent trolleys according to the curvature of the curve to compensate for the geometric offset during the turning process. In long-distance, steep-slope transportation scenarios, if the trolley loses control and rolls away due to traction failure, it will cause catastrophic consequences. Existing technologies mostly rely on external braking devices or manual intervention, lacking a safety mechanism that can perform autonomous physical braking based on the wheelset rotation speed. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of the trolley in terms of poor anti-overturning ability in strong winds, easy tail swing and collision with the tunnel sidewall when moving in narrow tunnel curves, and lack of emergency braking protection when moving on slopes. Therefore, an integral turnout reverse curve longitudinal movement steering system and sliding method are proposed.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A longitudinal movement steering system for a reverse curve of an integral turnout includes: The turnout is Y-shaped and has a main flow path and two branch flow paths inside. Multiple trolley base frames are located within the turnout. Multiple rotating shafts I are rotatably connected to the bottom of each trolley base frame. Rollers I are fixed to both ends of each rotating shaft I, and the rollers I are disposed within the turnout; and... A connecting mechanism for connecting two adjacent trolley base frames, including a rear side plate and a connecting plate respectively fixed to both ends of the trolley base frame; When multiple trolley chassis pass through a curve, an angular deflection occurs between two adjacent trolley chassis. The connecting mechanism is used to shorten the distance between two adjacent trolley chassis to reduce the tail-end radius of the turnout.

[0006] In one possible design, the connecting mechanism further includes a U-shaped frame, a pin, two movable seats, gear I, a rotating rod, an incomplete gear, gear II, and a rack; The U-shaped frame is fixed to the end of the connecting plate away from the trolley base frame; The rear side plate has a receiving cavity, and the two movable seats are slidably connected to the top inner wall and the bottom inner wall of the receiving cavity, respectively. The two movable seats are fixedly connected by a vertical rod. The pin rotates through the two movable seats, and both ends of the pin pass through the movable slots provided on the rear side plate and are fixed in the adjacent U-shaped frame; The gear I is fixedly sleeved on the outer wall of the pin and is located between the two movable seats; The two rotating rods are rotatably connected between the two movable seats and located on both sides of the pin. The incomplete gear and the gear II are fixedly sleeved on the outer walls of the two rotating rods. The two racks are fixed to the bottom inner wall of the accommodating cavity and are located on both sides of the two rotating rods. The sides of the two racks that are close to each other are respectively engaged with the corresponding gear II. When two adjacent trolley base frames deflect at an angle, gear I meshes with one of the incomplete gears and drives the corresponding gear II to rotate. Gear II drives the moving seat and the pin to move by meshing with the rack, thereby shortening the distance between the two adjacent trolley base frames.

[0007] In one possible design, a control mechanism is also included, which includes multiple sliding rods that slide through the trolley base frame, rollers III that are rotatably connected to the bottom of the multiple sliding rods, a connecting rod fixed between two adjacent sliding rods, and guide arc plates disposed on both sides of the turnout. Two guide arc plates are located on both sides of the main track of the turnout. Multiple base plates are fixed between the two guide arc plates. The base plates slide through the turnout. A hydraulic cylinder is provided on one side of one of the guide arc plates. The piston rod of the hydraulic cylinder is fixedly connected to the corresponding guide arc plate. Two limiting arc plates are fixed to the top of the turnout. The two limiting arc plates are respectively located at the top of the two branch channels. A stop bar I is fixed to the side of the limiting arc plate away from the turnout. When the trolley underframe passes the fork of the turnout, the hydraulic cylinder drives the two guide arc plates to move, so that one of the guide arc plates comes into contact with the turnout, so as to touch and push the roller III, so that the roller III abuts against the corresponding limiting arc plate, thereby guiding the trolley underframe into the corresponding branch flow channel.

[0008] In one possible design, the limiting arc plate has a wedge surface on the side near the main track of the turnout, and the stop bar I is located above the roller III.

[0009] In one possible design, an anti-tipping mechanism is also included, which includes a wind deflector rotatably connected to the top of the trolley frame and a plurality of rollers IV disposed below the trolley frame; The inner walls of the two sides of the turnout that are close to each other are fixed with baffles II, and the rollers IV are located below the baffles II; When the trolley base is subjected to strong winds, the rotation of the wind deflector can drive the roller IV to move upward, so that the top of the roller IV abuts against the bottom of the baffle II, thereby forming an anti-overturning locking force.

[0010] In one possible design, the anti-tipping mechanism further includes a bending support fixed to the top of the trolley frame, a pivot rotatably connected between the two bending supports, a rotating shaft II rotatably connected to the top of the trolley frame, a turntable fixedly sleeved on the outer wall of the rotating shaft II, a hinge shaft fixedly passing through the turntable, and a connecting rod connecting the hinge shaft and the wind deflector. The wind baffle is fixedly sleeved on the outer wall of the pivot; A U-shaped bracket slides through the trolley base frame, and a top plate is fixed to the top of the U-shaped bracket. The roller IV is rotatably connected to the side of the U-shaped bracket away from the trolley base frame. When the wind deflector tilts inward under wind pressure, the rotating disk is driven to rotate via the connecting rod. The outer circumference of the rotating disk pushes the top plate and the U-shaped bracket upward, so that the roller IV abuts against the baffle II.

[0011] In one possible design, a counterweight is fixed to the bottom of the wind deflector on the side near the trolley frame, and the pivot is located near the top of the wind deflector.

[0012] In one possible design, two rollers II are rotatably connected to both ends of the trolley base frame, and the two rollers II located on the same side abut against the inner walls of both sides of the turnout.

[0013] In one possible design, the bottom of the trolley frame is fixed with multiple mounting plates. One end of the adjacent rotating shaft I rotatably passes through the mounting plate. An outer ring body coaxial with the rotating shaft I is fixed to the side of the mounting plate near the roller I. Multiple stop blocks are fixed to the inner wall of the outer ring body. An inner ring body coaxial with the rotating shaft I is fixed to the side of the roller I near the mounting plate, and the inner ring body is located inside the outer ring body. The outer wall of the inner ring body is provided with multiple grooves. A centrifugal flying hammer is slidably connected in the groove. A tension spring is fixed between the centrifugal flying hammer and the inner wall of the groove through a spring seat. When the rotational speed of roller I exceeds the threshold, the centrifugal force generated by the centrifugal hammer overcomes the tension of the tension spring and is thrown outward, cooperating with the stop block to brake roller I.

[0014] A sliding method for a longitudinal movement steering system for a reverse curve of an integral turnout includes the following steps: Multiple trolley frames are connected end to end by a connecting mechanism to form a train, which moves longitudinally along the turnout under the drag of traction equipment; When the trolley underframe passes through the turnout fork, the guide arc plate on one side is driven by the hydraulic cylinder to slide laterally, so as to touch and push away the roller III at the bottom of the trolley underframe, so that the roller III abuts and cooperates with the corresponding limit arc plate, thereby guiding the trolley underframe to deflect into the corresponding branch flow channel. When the trolley underframe is subjected to strong lateral wind, the wind pressure drives the wind deflector to tilt inward and rotate. This rotation pushes the bottom roller IV upward through the turntable, causing the roller IV to contact the stop bar II inside the turnout, thus converting the wind force into a vertical anti-overturning locking force. When the two adjacent trolley frames deflect at an angle after passing through a curve, the deflection drive gear I meshes with the incomplete gear, and the moving seat and pin slide through the transmission of the gear rack, automatically shortening the distance between the two adjacent trolley frames. When the trolley frame goes out of control and the speed of roller I exceeds the safety threshold, the centrifugal force generated by the centrifugal hammer overcomes the tension spring and throws it outward, causing it to mechanically interfere with the stop block and forcibly physically brake roller I.

[0015] Beneficial effects: In this invention, through the cooperation of the guide arc plate, roller III, slide bar and stop bar I in the control mechanism, the reversing action of the trolley underframe at the turnout branch point depends entirely on the interaction between the kinetic energy of the trolley underframe itself and the mechanical structure fixed on the turnout. During the reversing process, there is no need to set up on-board electrical control components, thus avoiding the risk of reversing failure caused by electrical faults in harsh environments such as humid and dusty conditions. In this invention, the wind deflector in the anti-overturning mechanism rotates under strong winds, driving the eccentrically set turntable to rotate via a connecting rod. During the rotation, the eccentric profile of the turntable pushes the top plate, U-shaped bracket, and roller IV upward as a whole, causing the top of roller IV to abut against the bottom of the baffle II fixed to the inner wall of the turnout. This abutment force is positively correlated with the wind force, directly converting the lateral action of the wind force into a vertical locking force, enabling the trolley chassis to obtain adaptive anti-overturning capability that matches the wind speed during dynamic movement. In this invention, a meshing group of gear I, incomplete gear, gear II, and rack is provided in the rear side plate of the connecting mechanism. When two adjacent trolley underframes deflect relative to each other at a curve, gear I meshes with the incomplete gear on one side. Through the cooperation of gear II and rack, the moving seat and pin slide laterally. Regardless of whether the trolley underframe deflects to the left or right, the distance can be shortened by the incomplete gears symmetrically arranged on both sides. This reduces the tail-swing radius of the train formation when passing through a reverse curve, and avoids collisions between the trolley underframe and the tunnel sidewall or turnout edge. In this invention, a centrifugal hammer and a tension spring are installed in the groove on the outer wall of the inner ring of the speed limiting safety mechanism, and a stop block is installed on the inner wall of the outer ring. When the rotational speed of roller I exceeds the physical safety threshold, the centrifugal hammer overcomes the tension of the tension spring and is thrown out, forming mechanical interference with the stop block. This interference directly prevents the rotation of the inner ring and roller I, forming an overspeed physical protection independent of the traction system and the conventional braking system, and providing a reliable braking function when the traction equipment fails and the vehicle runs out of control.

[0016] In this invention, a control mechanism enables mechanical reversing without electrical dependence, improving the system's reliability in harsh environments; an anti-tipping mechanism converts wind pressure into a mechanical locking force positively correlated with wind strength, providing dynamic adaptive anti-tipping protection for the trolley chassis in strong wind areas; a connecting mechanism automatically shortens the distance between adjacent trolleys at curves, reducing the turning radius of the train formation and preventing collisions; and a speed-limiting safety mechanism uses centrifugal force to trigger mechanical braking when the rollers exceed the speed limit, providing physical safety protection independent of external control. Attached Figure Description

[0017] Figure 1 A three-dimensional structural schematic diagram of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 2A three-dimensional structural diagram of the turnout and guide arc plate of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 3 A three-dimensional cross-sectional view of a turnout for an integral turnout reverse curve longitudinal movement steering system provided by the present invention. Figure 4 A three-dimensional structural schematic diagram of the trolley chassis of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 5 A three-dimensional exploded view of the roller III, guide arc plate and limiting arc plate of the integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 6 A three-dimensional exploded structural diagram of the wind deflector, U-shaped bracket and bending support of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 7 A three-dimensional exploded view of the vertical plate and rotary table of an integral turnout reverse curve longitudinal movement steering system provided by the present invention. Figure 8 A three-dimensional exploded view of the turntable and connecting rod of an integral turnout reverse curve longitudinal movement steering system provided by the present invention. Figure 9 A three-dimensional cross-sectional view of the rear plate of an integral turnout reverse curve longitudinal movement steering system provided by the present invention. Figure 10 A three-dimensional exploded structural diagram of gear II and gear I of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 11 A three-dimensional exploded structural diagram of the roller I and the outer ring of an integral turnout reverse curve longitudinal movement steering system provided by the present invention; Figure 12 This is a three-dimensional exploded structural diagram of the inner ring and stop block of an integral turnout reverse curve longitudinal movement steering system provided by the present invention.

[0018] In the diagram: 1. Turnout; 2. Car chassis; 3. Shaft I; 4. Roller I; 5. Roller II; 6. Slide rod; 7. Connecting rod; 8. Roller III; 9. Guide arc plate; 10. Base plate; 11. Hydraulic cylinder; 12. Tension spring; 13. Wedge surface; 14. Limiting arc plate; 15. Stop bar I; 16. Bending support; 17. Pivot; 18. Wind deflector; 19. Counterweight; 20. Vertical plate; 21. Shaft II; 22. Turntable; 23. Hinge shaft; 24. Connecting rod. 25. Connecting rod; 26. U-shaped bracket; 27. Top plate; 28. Roller IV; 29. ​​Rear side plate; 30. Accommodating cavity; 31. Moving groove; 32. Pin; 33. Moving seat; 34. Gear I; 35. U-shaped frame; 36. Connecting plate; 37. Rotating rod; 38. Incomplete gear; 39. Gear II; 40. Rack; 41. Centrifugal fly hammer; 42. Stop bar II; 43. Mounting plate; 44. Outer ring body; 45. Stop block; 46. Inner ring body; 47. Groove. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] In one embodiment: Refer to Figures 1-3 A longitudinal movement and steering system for a reverse curve of an integral turnout, relating to the field of track construction technology, includes a turnout 1 and multiple trolley frames 2. The turnout 1 has an overall Y-shaped structure, with a main flow channel and two branch flow channels set in its internal space to guide the movement direction of the trolley frames 2. The trolley frames 2 are used to carry goods or equipment and are located entirely within the internal space of the turnout 1.

[0021] Reference Figure 3 At the bottom of the trolley base frame 2, multiple mounting brackets are fixedly installed. Each mounting bracket is rotatably connected to multiple rotating shafts I3. These rotating shafts I3 are arranged longitudinally along the trolley base frame 2. Rollers I4 are fixedly installed at both ends of each rotating shaft I3. These rollers I4 are in contact with the bottom rail surface of the turnout 1, bearing the entire weight of the trolley base frame 2 and the goods on it, and can roll within the turnout 1, thereby realizing the longitudinal movement of the trolley base frame 2 within the turnout 1. In order to ensure the lateral stability of the trolley base frame 2 when moving within the turnout 1, two rollers II5 are rotatably connected to both ends of the trolley base frame 2 through a cross plate. The two rollers II5 located on the same side are in contact with the inner walls of both sides of the turnout 1. This arrangement allows the rollers II5 to roll along the inner walls of the turnout 1, effectively preventing the trolley base frame 2 from swaying left and right during travel and ensuring its smooth straight-line travel.

[0022] Reference Figure 1 , Figure 4 and Figure 5One of the core features of this invention is its control mechanism, which is used to adjust the movement direction of the trolley base 2 at the fork of the turnout 1. The control mechanism includes multiple sliding rods 6, which slide through the main structure of the trolley base 2 and can move laterally relative to the trolley base 2. Self-lubricating bushings are embedded in the holes on the trolley base 2 that slide with the sliding rods 6, and dust covers are fitted at both ends of the sliding rods 6 that extend out of the trolley base 2. One end of the dust cover is sealed to the sliding rod 6, and the other end is sealed to the outer wall of the trolley base 2. Rollers III 8 are rotatably connected to the bottom of each sliding rod 6 near its two ends. Two connecting rods 7 are fixedly connected between two adjacent sliding rods 6. The connecting rods 7 connect multiple sliding rods 6 into an integral frame, so that they can move laterally synchronously. The trolley base frame 2 is also fixedly equipped with a limit block. The limit block is used to limit the maximum lateral movement of the slide bar 6, ensuring that when the slide bar 6 moves to abut against the limit block, the roller III 8 is exactly below the stop bar I 15 and maintains the best guiding contact state with the limit arc plate 14.

[0023] Reference Figure 1 , Figure 2 and Figure 5 The control mechanism also includes two guide arc plates 9 disposed on both sides of the turnout 1. These two guide arc plates 9 are located on both sides of the main track of the turnout 1, extending roughly along the moving direction of the trolley underframe 2. Multiple base plates 10 are fixedly connected between the two guide arc plates 9. These base plates 10 slide through the bottom structure of the turnout 1 and are positioned below the roller I4, allowing the guide arc plates 9 to slide laterally under the turnout 1 via the base plates 10. A hydraulic cylinder 11 is disposed on one side of one of the guide arc plates 9. One end of the piston rod of the hydraulic cylinder 11 is fixedly connected to the corresponding guide arc plate 9, used to drive the two guide arc plates 9 as one The entire system moves laterally. At the top of turnout 1, two limiting arc plates 14 are fixedly installed at the positions of the two branch channels. Each of the two limiting arc plates 14 covers the top edge of the corresponding branch channel. Each limiting arc plate 14 has a wedge surface 13 on the side of the main channel of turnout 1 to smoothly guide the roller Ⅲ8 into the branch channel area. A stop bar Ⅰ15 is fixed on the side of the limiting arc plate 14 away from turnout 1. The stop bar Ⅰ15 is located above the roller Ⅲ8. Its function is to restrict the vertical displacement of the roller Ⅲ8 from above when the stop bar Ⅰ15 cooperates with the roller Ⅲ8 for guidance, and prevent it from detaching from the limiting arc plate 14.

[0024] Specifically, when the trolley base frame 2 is connected to the traction equipment and moves forward, passing through the fork of the turnout 1, the hydraulic cylinder 11 begins to operate according to the preset path command. If the trolley base frame 2 needs to enter one of the branch channels, the piston rod of the hydraulic cylinder 11 retracts, driving the two guide arc plates 9 to move laterally in the direction of the hydraulic cylinder 11. During this process, the guide arc plate 9 on the side away from the hydraulic cylinder 11 is in contact with the side wall of the turnout 1, while the guide arc plate 9 on the side closer to the hydraulic cylinder 11 is separated from the other side wall of the turnout 1, thus forming a guide surface inside the turnout 1. As the trolley base frame 2 continues to move forward, its bottom roller Ⅲ8 will first contact the guide arc plate 9 that remains in contact with the side wall of the turnout 1. The arc surface of the guide arc plate 9 pushes the roller Ⅲ8, together with the connecting rod 7 and the sliding rod 6 connected to it, towards the direction of the hydraulic cylinder 11. At this time, the guide arc plate 9 moves laterally in the direction of the hydraulic cylinder 11. The roller Ⅲ8 on the same side of the pressure cylinder 11 moves to below the stop bar Ⅰ15. As the trolley base frame 2 continues to move, the roller Ⅲ8 pushed to this side forms an abutment with the limiting arc plate 14. The extension direction of the limiting arc plate 14 is towards the branch flow channel. Therefore, under the guidance of the limiting arc plate 14, the roller Ⅲ8 at the front end of the trolley base frame 2 slides along the limiting arc plate 14, thereby causing the entire trolley base frame 2 to deflect in the direction of movement, so that it accurately enters the corresponding branch flow channel. Conversely, if the piston rod of the hydraulic cylinder 11 extends and drives the guide arc plate 9 to move in the opposite direction, the guide arc plate 9 on the other side will fit against the side wall of the turnout 1, pushing the roller Ⅲ8 to move to the other side, and then cooperate with the limiting arc plate 14 on the other side to guide the trolley base frame 2 into another branch flow channel. The whole process does not require complex electrical control and relies on the linkage of the mechanical structure to complete the reversal.

[0025] Reference Figure 3 , Figure 4 and Figure 6 Another core aspect of the present invention is its anti-overturning mechanism, which is used to automatically enhance the anti-overturning capability of the trolley chassis 2 when it passes through a viaduct or a strong wind area in an open area. The anti-overturning mechanism includes a wind deflector 18 rotatably mounted on the top of the trolley chassis 2 and a plurality of rollers Ⅳ27 mounted below the trolley chassis 2.

[0026] Reference Figure 3 and Figure 4Specifically, two bending supports 16 are fixed on the top of the trolley base frame 2. A pivot 17 is rotatably connected between the two bending supports 16 via a bearing. A wind deflector 18 is fixedly sleeved on the outer wall of the pivot 17, and the pivot 17 is located near the top of the wind deflector 18. This arrangement allows the bottom of the wind deflector 18 to rotate towards the trolley base frame 2 when subjected to wind force, while the top rotates away from the trolley base frame 2, thus forming a windward surface. A counterweight 19 is fixed to the bottom of the side of the wind deflector 18 near the trolley base frame 2. The counterweight 19 is used to enable the wind deflector 18 to maintain a vertical or near-vertical initial state by its own weight in the absence of wind or in a light wind, so as to reduce interference with normal operation.

[0027] Reference Figure 3 and Figures 6-8 The top of the trolley base 2 is provided with multiple sets of support seats. Each set of support seats consists of two opposing upright plates 20. The two upright plates 20 are rotatably connected by the same rotating shaft II 21. A rotary disk 22 is fixedly sleeved on the outer wall of the rotating shaft II 21, and the rotating shaft II 21 is fixedly connected to the side of the rotary disk 22 that is off-center. This eccentric setting allows the rotary disk 22 to rotate around the rotating shaft II 21. A hinge shaft 23 is fixedly passed through the side of the rotary disk 22 that is off-center. Two connecting rods 24 are rotatably sleeved on the outer wall of the hinge shaft 23. These two connecting rods 24 are located on both sides of the rotary disk 22. The ends of the two connecting rods 24 that are away from the rotary disk 22 are rotatably connected to the wind deflector 18 through the hinge shaft. The hinge shaft is located near the top of the wind deflector 18, thereby linking the rotation of the wind deflector 18 with the rotation of the rotary disk 22.

[0028] Reference Figure 3 and Figures 6-8 Multiple U-shaped brackets 25 slide through the trolley base frame 2. Wear-resistant guide sleeves are embedded in the through holes on the trolley base frame 2 that slide with the U-shaped brackets 25. Dust scrapers are provided at the upper and lower ends of the through holes to remove dust adhering to the outer wall of the U-shaped brackets 25. The opening of each U-shaped bracket 25 faces upward, and its side away from the trolley base frame 2 is rotatably connected to the roller IV 27. A top plate 26 is fixed at the top of the U-shaped bracket 25, and the turntable 22 is located in the internal space of the U-shaped bracket 25. The top plate 26 is located above the turntable 22. A stop bar II 41 is fixed on the inner walls of the two sides of the turnout 1 that are close to each other. The roller IV 27 is located below the stop bar II 41, and there is a gap between the two.

[0029] Specifically, when goods are loaded on the trolley base 2 and pass through the strong wind area on the overpass, the wind pressure acts directly on the windward surface of the wind deflector 18. The wind deflector 18 overcomes the weight of the counterweight 19 and tilts inward with its top pivot 17 as the center, that is, its bottom rotates towards the trolley base 2. The rotation of the wind deflector 18 is transmitted to the turntable 22 through the cooperation of the connecting rod 24 and the hinge shaft 23. Since the connecting rod 24 is connected to the top of the wind deflector 18 and the eccentric hinge shaft 23 of the turntable 22, the inward tilt of the bottom of the wind deflector 18 will pull the turntable 22 to rotate around the rotating shaft II 21. When the turntable 22 rotates, due to its eccentric profile, its circumferential outer wall will push the top plate 26 located above it upward. The top plate 26 drives the U-shaped bracket 25 and the roller IV 27 to move upward as a whole. As roller IV27 moves upward, its top touches the bottom of baffle II41. As the wind force increases, the tilt angle of the wind deflector 18 increases, and the rotation angle of the turntable 22 also increases, resulting in a stronger downward pushing force on the top plate 26. This strengthens the contact force between roller IV27 and baffle II41. This structure transforms destructive natural wind force into anti-overturning locking force. Through the clamping and contact between roller IV27 and baffle II41, the lateral connection rigidity between the trolley underframe 2 and the turnout 1 is greatly enhanced, preventing it from tipping over. When there is no wind or the wind force weakens, the wind deflector 18 automatically returns to a vertical state under the gravity of the counterweight 19, and the turntable 22 rotates in the opposite direction, causing the U-shaped bracket 25 and roller IV27 to fall and disengage from baffle II41, restoring normal movement.

[0030] Reference Figure 4 and Figure 9 Another core aspect of this invention lies in its connecting mechanism, which flexibly connects two adjacent trolley base frames 2 and automatically adjusts the distance between adjacent trolleys when navigating curves. The connecting mechanism includes a rear side plate 28 and a connecting plate 35 respectively fixed to both ends of the trolley base frame 2. The rear side plate 28 has a receiving cavity 29 inside, with movable seats 32 slidably connected to the top and bottom inner walls of the receiving cavity 29. The two movable seats 32 are fixedly connected by a vertical rod, forming an integral frame. A common through-hole is rotatably inserted into each of the two movable seats 32. Each pin 31 has a movable groove 30 at the top and bottom of the rear side plate 28 that communicates with the receiving cavity 29. The two ends of the pin 31 pass through the corresponding movable groove 30 and extend to the outside of the rear side plate 28. The movable groove 30 is an elongated hole used to make way for the lateral movement of the pin 31. A U-shaped frame 34 is fixed at the end of the connecting plate 35 away from the trolley base 2. When two adjacent trolley bases 2 are connected, the pin 31 of one trolley base 2 is fixedly engaged in the U-shaped frame 34 of the other trolley base 2, thereby realizing the hinged connection.

[0031] Reference Figure 9 and Figure 10A gear I 33 is fixedly sleeved on the outer wall of the pin 31. The gear I 33 is located between two movable seats 32. Two rotating rods 36 are also rotatably connected between the two movable seats 32. The two rotating rods 36 are located on both sides of the pin 31. An incomplete gear 37 and a gear II 38 are fixedly sleeved on the outer wall of each rotating rod 36. The gear II 38 is located below the incomplete gear 37. The teeth of the incomplete gear 37 only occupy a part of its circumference, and its position allows it to intermittently mesh with the gear I 33. Two racks 39 are fixed on the bottom inner wall of the accommodating cavity 29. The two racks 39 are located on both sides of the two rotating rods 36, and the side of the two racks 39 that is close to each other meshes with the corresponding gear II 38.

[0032] Specifically, when multiple trolley base frames 2 pass through a curve, a relative angular deflection occurs between two adjacent trolley base frames 2. This deflection causes the U-shaped frame 34 of one trolley base frame 2 to rotate relative to the rear side plate 28 of another trolley base frame 2. Since the U-shaped frame 34 is fixedly connected to the pin 31, the pin 31 will rotate relative to the rear side plate 28. At this time, the gear I 33, which is fixedly sleeved on the pin 31, also rotates accordingly. In the initial state, the gear I 33 does not engage with any of the other trolley base frames. When the full gear 37 is engaged, and the trolley base 2 deflects to one side, gear I 33 rotates clockwise or counterclockwise by a certain angle, engaging with the teeth of one of the incomplete gears 37 and disengaging from the other incomplete gear 37. The rotation of gear I 33 drives the incomplete gear 37 it is meshing with to rotate. The incomplete gear 37 drives gear II 38 below it to rotate synchronously via rotating rod 36. Gear II 38 meshes with rack 39 fixed to the inner wall of the accommodating cavity 29. Since rack 39 is fixed, the rotation of gear II 38 drives the connected structure, namely moving seat 32, rotating rod 36, and pin 31 connected to moving seat 32 via bearing, to move laterally along the length of rack 39. This lateral movement causes pin 31 to slide in moving groove 30, thereby shortening the distance between pin 31 and rear side plate 28, that is, shortening the actual distance between two adjacent trolley underframes 2. Conversely, when trolley underframe 2 deflects to the other side, gear I 33 will mesh with another incomplete gear 37. Through the same transmission path, it can still drive moving seat 32 to move in the same direction, thereby similarly shortening the distance between two adjacent trolley underframes 2. This structure allows adjacent trolley underframes 2 to automatically and actively reduce the distance according to the curvature of the curve when the train passes through a curve. Geometrically, this directly reduces the tail-swing radius of the entire transport train, effectively preventing the tail of trolley underframe 2 from colliding with the tunnel sidewall or turnout edge.

[0033] The system also includes a controller, which is electrically connected to the solenoid valves of the hydraulic cylinder 11. According to the preset path plan or external input commands, the controller precisely controls the extension or retraction of the piston rod of the hydraulic cylinder 11 by controlling the energization and de-energization of the solenoid valves, thereby driving the guide arc plate 9 to slide laterally below the turnout 1 to complete the reversing action. The controller is a programmable logic controller (PLC) or a microcontroller.

[0034] In another embodiment: Refer to Figure 4 , Figure 11 and Figure 12 The invention also includes an independent speed-limiting safety mechanism for providing physical braking in the event of loss of control and skidding due to traction failure when the trolley base 2 is descending a slope. This mechanism is achieved by fixing multiple mounting plates 42 to the bottom of the trolley base 2. One end of an adjacent rotating shaft I3 rotatably passes through these mounting plates 42. An outer ring body 43 coaxial with the rotating shaft I3 is fixed to the side of the mounting plate 42 near the roller I4. Multiple stop blocks 44 evenly distributed along the circumferential direction are fixed to the inner wall of the outer ring body 43. The side of the roller I4 near the mounting plate 42... An inner ring body 45 is fixedly coaxial with the rotating shaft I3, and the inner ring body 45 is located inside the outer ring body 43 with a gap between them. The outer wall of the inner ring body 45 has multiple grooves 46 along the circumferential direction. A centrifugal hammer 40 is slidably connected in each groove 46. A tension spring 12 is fixed between the end of the centrifugal hammer 40 near the rotating shaft I3 and the inner wall of the groove 46 through a spring seat. The tension of the tension spring 12 is used to retract the centrifugal hammer 40 into the groove 46 so that it does not extend under normal rotation speed.

[0035] Specifically, when the trolley base frame 2 is running normally, the rotational speed of roller I4 is within a safe range. At this time, the centrifugal force generated by the centrifugal hammer 40 rotating with the inner ring body 45 is less than the preload of the tension spring 12. Therefore, the centrifugal hammer 40 is confined within the groove 46 and does not contact the stop block 44 on the outer ring body 43. When the trolley base frame 2 loses control and slides uncontrollably during downhill descent due to traction failure, its speed continuously increases, causing the rotational speed of roller I4 to increase accordingly. When the rotational speed of roller I4 exceeds the set physical safety threshold, the centrifugal force generated by the centrifugal hammer 40 will be greater than the tension of the tension spring 12, and the centrifugal force will increase. The centrifugal hammer 40 overcomes the spring force and is thrown outward from the groove 46. The end of the thrown centrifugal hammer 40 will interfere with the stop block 44 on the inner wall of the outer ring body 43, forming a physical block. Since the outer ring body 43 is fixed to the trolley base frame 2 by the mounting plate 42, and the inner ring body 45 is fixedly connected to the roller I4 and rotates with it, the cooperation between the centrifugal hammer 40 and the stop block 44 generates a huge braking torque, preventing the inner ring body 45 from continuing to rotate, thereby braking the roller I4, slowing down the out-of-control trolley base frame 2 until it stops, providing an overspeed physical protection independent of any external control system.

[0036] A sliding method for a longitudinal movement steering system for a reverse curve of an integral turnout includes the following steps: S1. The basic operating state of the system is that multiple trolley frames 2 are connected end to end through a connecting mechanism to form a transport train. Under the drag of the traction equipment, it moves along the direction of the turnout 1. Each trolley frame 2 relies on multiple rollers I4 at its bottom to roll on the track surface of the turnout 1 and bear the vertical load. At the same time, the rollers II5 at both ends of the trolley frame 2 keep in contact with the inner walls on both sides of the turnout 1, which restricts the lateral swing of the trolley frame 2 in the horizontal plane and enables it to move stably along the track direction. S2. When the train needs to enter a branch channel on one side from the main track of turnout 1, the control mechanism intervenes. The hydraulic cylinder 11 drives the piston rod to extend and retract according to the preset path command, causing the two guide arc plates 9 and the base plate 10 connecting them to slide laterally under turnout 1. This action changes the relative position of the guide arc plates 9 in the main track of turnout 1, so that one side of the guide arc plate 9 is close to the side wall of turnout 1, forming a continuous guide surface, while the other side of the guide arc plate 9 is away from the side wall, making room for passage. As the trolley underframe 2 continues to move forward, the roller Ⅲ8 at its bottom front end first contacts the guide arc plate 9 close to the side wall. Since the position of the guide arc plate 9 is fixed and has an arc profile, the forward movement of the trolley underframe 2 forces the roller Ⅲ8 to roll along the curved surface of the guide arc plate 9, thus being pushed laterally away from the original straight trajectory. This lateral thrust is transmitted to the slide rod 6 and connecting rod 7 through the roller Ⅲ8, causing the entire slide rod 6 to translate towards the side where the guide arc plate 9 is located. Upon reaching the fork in the flow path, the roller Ⅲ8, which has already been laterally pushed, moves to below the baffle Ⅰ15 located above the branch flow path on that side. The extension direction of the baffle Ⅰ15 and the limiting arc plate 14 is consistent with the direction of the branch flow path. As the trolley base frame 2 continues to move forward, the roller Ⅲ8 and the limiting arc plate 14 form an abutment engagement. The limiting arc plate 14 provides continuous lateral guidance for the roller Ⅲ8, causing the front end of the trolley base frame 2 to deflect following the direction of the limiting arc plate 14, ultimately driving the entire trolley base frame 2 smoothly into the fork. If the branch channel needs to enter another branch channel, the hydraulic cylinder 11 drives the guide arc plate 9 in the opposite direction. Then the guide arc plate 9 on the other side fits against the side wall of the turnout 1, pushing the roller III 8 to the other side so that it cooperates with the limiting arc plate 14 on the other side to complete the turning to another branch channel. During the entire reversing process, the trolley base frame 2 does not need to stop, nor does it need to rely on any on-board electrical control components. The path switching is achieved entirely by the interaction between the mechanical structure fixed on the turnout 1 and the movement of the trolley base frame 2 itself. S3. During train operation, if it needs to pass through areas with strong winds, such as viaducts or open areas, the anti-tipping mechanism will automatically resist the wind. When strong winds blow from the side onto the undercarriage 2, the wind pressure acts directly on the surface of the wind deflector 18. The pivot 17 of the wind deflector 18 is located near its top. Therefore, under the action of wind force, the wind deflector 18 will rotate with its top pivot 17 as the fulcrum. The bottom of the wind deflector 18 tilts inward toward the undercarriage 2, while its top tilts outward away from the undercarriage 2. The rotation of the wind deflector 18... The motion is transmitted to the rotary table 22 via the connecting rod 24. One end of the connecting rod 24 is hinged to the top of the wind deflector 18, and the other end is hinged to the off-center hinge shaft 23 on the rotary table 22. The inward tilt of the wind deflector 18 causes the connecting rod 24 to pull the rotary table 22, forcing the rotary table 22 to rotate around its own axis II 21. The axis II 21 is fixed at an off-center position on the rotary table 22. Therefore, the rotation of the rotary table 22 causes an upward displacement of its circumference. This displacement acts on the top plate located below the rotary table 22. On top of 26, the top plate 26 is fixedly connected to the U-shaped bracket 25. The bottom of the U-shaped bracket 25 is rotatably connected to the roller IV 27. The rotation of the turntable 22 pushes the top plate 26, the U-shaped bracket 25 and the roller IV 27 to move upward as a whole. The upward movement of the roller IV 27 causes its top to contact the bottom of the baffle II 41 fixed on the inner wall of the turnout 1 and generate a contact force. The greater the wind force, the greater the tilt angle of the wind deflector 18, the greater the rotation angle of the turntable 22, and the stronger the downward pushing force on the top plate 26, thus increasing the contact force between the roller IV 27 and the baffle II 41. The stronger the wind, the more this mechanism transforms the lateral force of the wind into a vertical locking force, making the trolley base 2 more firmly connected to the turnout 1 structure through the clamping of rollers IV 27 and baffles II 41, resisting the lateral overturning moment. When the wind weakens or disappears, the counterweight 19 at the bottom of the wind deflector 18 uses gravity to restore the wind deflector 18 to a vertical state, the turntable 22 rotates in the opposite direction, the U-shaped bracket 25 and rollers IV 27 fall under the action of gravity, rollers IV 27 disengage from baffles II 41, and the trolley base 2 returns to its normal movement state. S4. When the train needs to pass through a reverse curve, the connecting mechanism dynamically adjusts the relative position between adjacent trolley underframes 2. In the two adjacent trolley underframes 2, the connecting plate 35 at the front end of the latter trolley underframe 2 is hinged to the pin 31 at the rear end of the former trolley underframe 2 via a U-shaped frame 34. When the train enters the curve, the travel direction of the former trolley underframe 2 changes, causing an angle between the centerlines of the two adjacent trolley underframes 2. This angle forces the U-shaped frame 34 at the front end of the latter trolley underframe 2 to rotate relative to the rear side plate 28 at the rear end of the former trolley underframe 2. Since the U-shaped frame 34 is fixedly connected to the pin 31, the pin 31 also rotates within the rear side plate 28. The gear I 33 fixedly sleeved on the pin 31 rotates synchronously with the pin 31. When the two adjacent trolley underframes 2 deflect to one side, the gear I 33 rotates at a certain angle and engages with the incomplete gear 37 located on that side. The incomplete gear 37 drives the coaxial gear through the rotating rod 36. Gear II 38 rotates and meshes with rack 39 fixed on the inner wall of cavity 29. Since rack 39 is fixed, the rotation of gear II 38 drives the movable seat 32 connected to it to slide along the extension direction of rack 39. Movable seat 32 is connected to pin 31 through bearing. Therefore, pin 31 also slides laterally in movable groove 30 along with movable seat 32. This sliding shortens the distance between pin 31 and rear end face of rear side plate 28, that is, shortens the actual distance between two adjacent trolley underframes 2. When the train deflects to the other side, gear I 33 meshes with incomplete gear 37 on the other side. Through the same transmission path, it also drives movable seat 32 to slide in the same direction, continuing to shorten the distance. This structure makes the distance between adjacent trolley underframes 2 automatically decrease as the curvature of the curve increases when the train is traveling on a curve, thereby geometrically shortening the turning tail radius of the entire train formation and preventing the rear trolley underframe 2 from colliding with the tunnel side wall or the edge of turnout 1. S5. During long-distance downhill transportation, if the traction equipment malfunctions and causes the trolley base 2 to slip uncontrollably, the speed limiting safety mechanism, acting as an independent physical protection, will activate. Each roller I4 of the trolley base 2 is fixedly connected to the inner ring body 45 via a rotating shaft I3. The inner ring body 45 rotates synchronously with the roller I4. A centrifugal hammer 40 is connected to the outer wall groove 46 of the inner ring body 45 via a tension spring 12. Within the normal speed range, the centrifugal force generated by the centrifugal hammer 40 rotating with the inner ring body 45 is less than the preload of the tension spring 12, and the centrifugal hammer 40 is confined within the groove 46 and does not contact the stop block 44 on the outer ring body 43. When the trolley base 2 slips uncontrollably and the speed increases, the rotation speed of the roller I4 also increases. When the rotation speed exceeds the set physical safety threshold, the centrifugal force generated by the centrifugal hammer 40 becomes greater than that of the tension spring 12. The centrifugal hammer 40 overcomes the spring force and is radially thrown out of the groove 46. The end of the thrown centrifugal hammer 40 interferes with the stop block 44 fixed on the inner wall of the outer ring body 43. The outer ring body 43 is fixed to the trolley base frame 2 by the mounting plate 42. Therefore, the contact between the thrown centrifugal hammer 40 and the stop block 44 forms a mechanical stop structure, preventing the inner ring body 45 from continuing to rotate relative to the outer ring body 43. Since the inner ring body 45 is fixedly connected to the roller I4, the rotation of the roller I4 is forcibly stopped, thereby achieving braking of the trolley base frame 2. The spring constant and free length of the tension spring 12 are matched according to the rated operating speed, full load mass of the trolley base frame 2 and the mass of the centrifugal hammer 40 to ensure that braking is triggered when the speed exceeds the safety threshold by a certain proportion, providing the system with an overspeed physical safety protection independent of the traction and conventional braking systems.

[0037] Understandably, to ensure the long-term stable operation of this system in dusty and humid environments such as tunnels and mines, those skilled in the art should regularly clean and lubricate sliding parts such as slide bar 6 and U-shaped bracket 25. The integrity of dust cover and dust scraper is a prerequisite for ensuring the reliable operation of the above components and should be included in the scope of routine inspection.

[0038] However, as is well known to those skilled in the art, the working principle and wiring method of the hydraulic cylinder 11 are conventional means or common knowledge, and will not be described in detail here. Those skilled in the art can make any selections according to their needs or convenience.

[0039] The accompanying drawings in this application are for illustrative purposes only. The dimensions and shapes of the components shown are not actual limitations but are merely schematic representations. In actual implementation, the components can be reasonably configured and adjusted according to specific needs and actual conditions.

[0040] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A longitudinal movement steering system for a reverse curve of an integral turnout, characterized in that, include: The turnout (1) is Y-shaped and has a main flow channel and two branch flow channels inside. Multiple trolley base frames (2) are located inside the turnout (1). Multiple rotating shafts I (3) are rotatably connected to the bottom of each trolley base frame (2). Rollers I (4) are fixed to both ends of each rotating shaft I (3). The rollers I (4) are located inside the turnout (1). A connecting mechanism for connecting two adjacent trolley base frames (2) includes a rear side plate (28) and a connecting plate (35) respectively fixed at both ends of the trolley base frame (2). When multiple trolley base frames (2) pass through a curve, an angular deflection occurs between two adjacent trolley base frames (2). The connecting mechanism is used to shorten the distance between two adjacent trolley base frames (2) to reduce the tail radius of the turnout (1).

2. The integral turnout reverse curve longitudinal movement steering system according to claim 1, characterized in that, The connecting mechanism also includes a U-shaped frame (34), a pin (31), two movable seats (32), gear I (33), a rotating rod (36), an incomplete gear (37), gear II (38), and a rack (39). The U-shaped frame (34) is fixed to the end of the connecting plate (35) away from the trolley base frame (2); The rear side plate (28) is provided with a receiving cavity (29), and the two movable seats (32) are slidably connected to the top inner wall and the bottom inner wall of the receiving cavity (29), respectively. The two movable seats (32) are fixedly connected by a vertical rod. The pin (31) rotates through the two movable seats (32), and the two ends of the pin (31) pass through the movable groove (30) provided on the rear side plate (28) and are fixed in the adjacent U-shaped frame (34); The gear I (33) is fixedly sleeved on the outer wall of the pin (31) and located between the two movable seats (32); The two rotating rods (36) are rotatably connected between the two moving seats (32) and located on both sides of the pin (31). The outer walls of the two rotating rods (36) are fixedly fitted with the incomplete gear (37) and the gear II (38). The two racks (39) are fixed to the bottom inner wall of the accommodating cavity (29) and located on both sides of the two rotating rods (36). The sides of the two racks (39) that are close to each other are respectively engaged with the corresponding gears II (38). When two adjacent trolley base frames (2) deflect at an angle, gear I (33) meshes with one of the incomplete gears (37) and drives the corresponding gear II (38) to rotate. Gear II (38) drives the moving seat (32) and the pin (31) to move by meshing with the rack (39), thereby shortening the distance between the two adjacent trolley base frames (2).

3. The integral turnout reverse curve longitudinal movement steering system according to claim 2, characterized in that, It also includes a control mechanism, which includes multiple sliding rods (6) that slide through the trolley base frame (2), rollers III (8) that are rotatably connected to the bottom of the multiple sliding rods (6), a connecting rod (7) fixed between two adjacent sliding rods (6), and guide arc plates (9) set on both sides of the turnout (1). Two guide arc plates (9) are located on both sides of the main track of the turnout (1). Multiple base plates (10) are fixed between the two guide arc plates (9). The base plates (10) slide through the turnout (1). A hydraulic cylinder (11) is provided on one side of one of the guide arc plates (9). The piston rod of the hydraulic cylinder (11) is fixedly connected to the corresponding guide arc plate (9). Two limiting arc plates (14) are fixed to the top of the turnout (1). The two limiting arc plates (14) are respectively located at the top of the two branch channels. A stop bar I (15) is fixed to the side of the limiting arc plate (14) away from the turnout (1). When the trolley base frame (2) passes through the fork of the turnout (1), the hydraulic cylinder (11) drives the two guide arc plates (9) to move, so that one of the guide arc plates (9) comes into contact with the turnout (1) to touch and push the roller III (8), so that the roller III (8) abuts against the corresponding limiting arc plate (14), thereby guiding the trolley base frame (2) into the corresponding branch flow channel.

4. The integral turnout reverse curve longitudinal movement steering system according to claim 3, characterized in that, The limiting arc plate (14) is provided with a wedge surface (13) on the side near the main channel of the turnout (1), and the stop bar I (15) is located above the roller III (8).

5. The integral turnout reverse curve longitudinal movement steering system according to claim 4, characterized in that, It also includes an anti-tipping mechanism, which includes a wind deflector (18) rotatably connected to the top of the trolley base (2) and a plurality of rollers IV (27) disposed below the trolley base (2). The inner walls of the two sides of the turnout (1) that are close to each other are fixed with baffles II (41), and the rollers IV (27) are located below the baffles II (41); When the trolley base frame (2) is subjected to strong wind, the rotation of the wind deflector (18) can drive the roller IV (27) to move upward, so that the top of the roller IV (27) abuts against the bottom of the baffle II (41) to form an anti-overturning locking force.

6. The integral turnout reverse curve longitudinal movement steering system according to claim 5, characterized in that, The anti-overturning mechanism also includes a bending support (16) fixed to the top of the trolley base (2), a pivot (17) rotatably connected between the two bending supports (16), a rotating shaft II (21) rotatably connected to the top of the trolley base (2), a rotary disk (22) fixedly sleeved on the outer wall of the rotating shaft II (21), a hinge shaft (23) fixedly passing through the rotary disk (22), and a connecting rod (24) connecting the hinge shaft (23) and the wind deflector (18). The wind deflector (18) is fixedly sleeved on the outer wall of the pivot (17); A U-shaped bracket (25) slides through the trolley base frame (2), and a top plate (26) is fixed to the top of the U-shaped bracket (25). The roller IV (27) is rotatably connected to the side of the U-shaped bracket (25) away from the trolley base frame (2). When the wind deflector (18) tilts inward under the action of wind pressure, the rotary table (22) is driven to rotate by the connecting rod (24). The outer circumference of the rotary table (22) pushes the top plate (26) and the U-shaped bracket (25) to move upward, so that the roller IV (27) abuts against the baffle II (41).

7. The integral turnout reverse curve longitudinal movement steering system according to claim 6, characterized in that, A counterweight (19) is fixed to the bottom of the wind deflector (18) near the bottom of the trolley frame (2), and the pivot (17) is located near the top of the wind deflector (18).

8. The integral turnout reverse curve longitudinal movement steering system according to claim 7, characterized in that, The two ends of the trolley base frame (2) are rotatably connected to two rollers II (5), and the two rollers II (5) on the same side respectively abut against the inner walls of the two sides of the turnout (1).

9. The integral turnout reverse curve longitudinal movement steering system according to claim 8, characterized in that, The bottom of the trolley frame (2) is fixed with multiple mounting plates (42). One end of the adjacent rotating shaft I (3) rotates through the mounting plate (42). The mounting plate (42) is fixed with an outer ring body (43) coaxial with the rotating shaft I (3) on the side near the roller I (4). Multiple stop blocks (44) are fixed on the inner wall of the outer ring body (43). The roller I (4) is fixed with an inner ring body (45) coaxial with the rotating shaft I (3) on the side near the mounting plate (42). The inner ring body (45) is located inside the outer ring body (43). The outer wall of the inner ring body (45) is provided with multiple grooves (46). A centrifugal flying hammer (40) is slidably connected in the groove (46). A tension spring (12) is fixed between the centrifugal flying hammer (40) and the inner wall of the groove (46) through a spring seat.

10. A sliding method for a longitudinal movement steering system for a reverse curve of an integral turnout, applied to the longitudinal movement steering system for a reverse curve of an integral turnout as described in claim 9, characterized in that, Includes the following steps: Multiple trolley chassis (2) are connected end to end by a connecting mechanism to form a train, which moves longitudinally along the turnout (1) under the drag of the traction equipment; When the trolley base frame (2) passes through the fork of the turnout (1), the guide arc plate (9) on one side is driven by the hydraulic cylinder (11) to slide laterally, so as to touch and push away the roller III (8) at the bottom of the trolley base frame (2), so that the roller III (8) abuts and cooperates with the corresponding limiting arc plate (14), thereby guiding the trolley base frame (2) to deflect into the corresponding branch flow channel; When the trolley underframe (2) is subjected to strong lateral wind, the wind pressure drives the wind deflector (18) to tilt inward and rotate. The rotation is used to push the bottom roller IV (27) upward through the turntable (22), so that the roller IV (27) abuts against the baffle II (41) inside the turnout (1), converting the wind force into a vertical anti-overturning locking force. When the curve causes the two adjacent trolley base frames (2) to deflect at an angle, the deflection drive gear I (33) meshes with the incomplete gear (37), and the moving seat (32) and pin (31) slide through the transmission of the gear rack, automatically shortening the distance between the two adjacent trolley base frames (2). When the trolley base frame (2) goes out of control and the speed of roller I (4) exceeds the safety threshold, the centrifugal force generated by the centrifugal hammer (40) overcomes the tension spring (12) and throws it outward, so that it forms mechanical interference with the stop block (44) and forces physical braking on roller I (4).

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