Overturned track beam structure for monorail systems

Abstract

The application relates to a turnover track beam structure suitable for a monorail system, wherein the top surface and the bottom surface of a double-sided track plate are respectively fixed with straight rail assemblies and curved rail assemblies, a turnover shaft is inserted into a longitudinal through hole of the double-sided track plate and is fixed with each other, one end is connected to a servo motor, and the other end is connected to the upper part of one side of a gravity pendulum; the lower part of the other side of the gravity pendulum is provided with a second limiting seat; the turnover shaft rotates under the drive of the servo motor, drives the double-sided track plate to turn over, when the gravity pendulum rotates and drops to the lowest position, the second limiting seat is longitudinally opposite to the piston rod of a hydraulic cylinder, the piston rod of the hydraulic cylinder is inserted into the second limiting seat, and the gravity pendulum and the turnover shaft are locked. The application provides an auxiliary torque by means of the pendulum gravity potential energy when the track plate turns over, realizes dynamic reduction of a motor driving load, cooperates with a hydraulic circuit of the hydraulic cylinder and an accumulator, absorbs the swing impact of the pendulum, effectively buffers the vibration in the turnover process, and dynamically stores and releases energy to assist power regulation.

Description

Technical Field

[0001] This invention relates to the field of monorail transit engineering technology, and specifically to a flip-type track beam structure suitable for monorail systems. Background Technology

[0002] The straddle-type monorail transit system is a medium-capacity rail transit system in which the train straddles and runs parallel to a track beam. The train body covers and hugs the two sides of the track beam through the guide wheels and stabilizing wheels on both sides of the bogie, which can effectively prevent derailment even under maximum wind speed or emergency braking. It has independent right-of-way and mainly serves auxiliary lines in large cities, main lines in medium-sized cities, or tourist routes. It is especially suitable for scenarios with large terrain undulations, high landscape requirements, or limited road resources.

[0003] A monorail turnout is a key piece of equipment in a monorail transit system that guides a train from one track to another. Current monorail transit systems often employ a combination of mechanical translation, zigzag swing, individual motor drive, and decentralized locking mechanisms for their monorail turnouts. However, this approach currently suffers from numerous technical shortcomings. Specifically, its core operation relies on the electronic control system to determine the track requirements. After the drive parameters are adjusted by the program, the turnout beam is driven by a motor to move or flip. This control-dependent operation has significant response delays and signal transmission errors, making it difficult to accurately match the turnout switching trajectory with the actual track connection requirements. In addition, misalignment of the rail surface and jamming of the locking mechanism often occur during operation, resulting in poor locking. At the same time, the linear output characteristics of the direct drive motor cannot adaptively match the nonlinear resistance changes of the turnout beam caused by its own weight distribution and load fluctuations. This leads to insufficient driving force in the early stage of switching, overdrive in the middle stage, or deceleration lag in the later stage, resulting in problems such as excessively long turnout switching time, structural stress concentration, and poor smoothness of the connection section. Furthermore, the emergency reset of this scheme requires external backup power or manual intervention. It cannot utilize the turnout's own structural characteristics to achieve immediate reset, and the external dependence leads to low fault handling efficiency and increased costs. Moreover, it is easy to miss the best opportunity for immediate reset when the turnout is stopped in an unsafe position.

[0004] Therefore, it is necessary to propose new measures to overcome the above-mentioned shortcomings. Summary of the Invention

[0005] The purpose of this invention is to provide a flip-type track beam structure suitable for monorail systems. The flip-type track beam enables train steering or track switching. With the synergistic effect of the gravity pendulum hydraulic buffer locking component and the pin locking component, the single track turnout flipping operation achieves adaptive matching of power demand and high-precision and reliable locking. This is different from the traditional high-energy-consuming passive solution that relies on full-power motor drive and complex electronic control system regulation, making the turnout flipping more energy-efficient, smooth, safe and reliable.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A flip-type track beam structure suitable for monorail systems is provided, the structure including a double-sided track plate and a gravity pendulum hydraulic buffer locking assembly;

[0008] The top and bottom surfaces of the double-sided track plate are respectively fixed with straight rail components and curved rail components, both arranged longitudinally; the double-sided track plate is provided with longitudinal through holes.

[0009] The gravity pendulum hydraulic buffer locking assembly includes a tilting shaft, a servo motor, a gravity pendulum, a hydraulic cylinder, and an accumulator.

[0010] The flipping shaft is inserted into the longitudinal through hole of the double-sided track plate and fixed to each other. One end of the flipping shaft is associated with the servo motor, and the other end of the flipping shaft is connected to the upper part of one side of the gravity pendulum. A second limiting seat is provided on the lower part of the other side of the gravity pendulum.

[0011] The hydraulic cylinder is connected to the accumulator via an oil circuit; the tilting shaft rotates under the drive of the servo motor and drives the double-sided track plate to tilt. When the gravity pendulum rotates and swings down to the lowest position, the second limiting seat is longitudinally opposite to the piston rod of the hydraulic cylinder. Under the action of the accumulator, the piston rod of the hydraulic cylinder extends longitudinally and inserts into the second limiting seat, locking the gravity pendulum and the tilting shaft.

[0012] Furthermore, the structure also includes a pin locking assembly, which is disposed on the left and right sides of the longitudinal end face of the double-sided track plate, and includes a hydraulic cylinder and its piston output shaft.

[0013] The longitudinal end face of the double-sided track plate is provided with a longitudinal locking pin hole. When the double-sided track plate is flipped into place, the piston output shaft extends longitudinally outward under the drive of the hydraulic cylinder and inserts into the locking pin hole to lock the double-sided track plate.

[0014] Furthermore, vertically arranged concrete piers are provided at both ends of the double-sided track plate, and horizontally arranged support platforms and connecting plates are fixed on the outer sides of the front and rear concrete piers respectively to support the various parts of the gravity pendulum hydraulic buffer locking assembly.

[0015] Furthermore, both ends of the flipping shaft are equipped with self-aligning ball bearings, which are located within the longitudinal through holes provided on the concrete pier.

[0016] Furthermore, the output end of the servo motor is connected to the input end of the planetary reducer, and the drive shaft of the output end of the planetary reducer is connected to one end of the flip shaft.

[0017] Furthermore, the fixed end of the hydraulic cylinder is provided with a first joint bearing, the first joint bearing is inserted into a first limiting seat, and the first limiting seat is fixed to the inner side of the vertical fixing plate provided at the top of the outer end of the connecting plate.

[0018] The piston rod end of the hydraulic cylinder is provided with a second joint bearing.

[0019] Furthermore, the hydraulic cylinder and the accumulator are also connected to the solenoid directional valve via an oil circuit.

[0020] Furthermore, the rodless chamber of the hydraulic cylinder is connected to the accumulator via an oil inlet hose, the accumulator is connected to the solenoid directional valve via a connecting pipe, and the solenoid directional valve is connected to the rod chamber of the hydraulic cylinder via an oil delivery pipe.

[0021] Furthermore, the concrete pier is provided with a through hole corresponding to the locking pin hole, the end of the hydraulic cylinder is fixed to the mounting plate, the mounting plate is provided with a through hole and fixed to the longitudinal end face of the concrete pier, and the piston output shaft passes longitudinally through the mounting plate and the concrete pier and enters the locking pin hole.

[0022] Furthermore, a position sensor is provided at the end of the piston output shaft.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] This invention provides a flip-type track beam structure suitable for monorail systems. It adopts a continuous rigid frame bridge system, and the track beam can be mechanically flipped to adapt to complex terrain and sharp turns, significantly reducing the turning radius. It is particularly suitable for steep slopes and narrow road conditions in mountainous cities. At the same time, the flip-type track beam structure can avoid ground traffic interference through elevated layout, reduce the land area occupied, and has both support and guidance functions, realizing intensive use of space.

[0025] More importantly, the tilting track beam structure of this invention utilizes the rigid coaxial linkage between the gravity pendulum and the tilting shaft. The pendulum's gravitational potential energy provides auxiliary torque during the track plate tilting process, dynamically reducing the load on the motor drive. Simultaneously, in conjunction with the hydraulic circuit of the double-acting hydraulic cylinder and accumulator, the throttling damping effect of the hydraulic oil absorbs the impact of the pendulum's swing, effectively buffering vibrations during the tilting process and dynamically storing and releasing energy to assist in power regulation. During the locking phase, the tilting track beam structure of this invention can drive a high-strength pin via a hydraulic cylinder, forming a mechanical rigid connection with the pin holes on the track beam plate, completely eliminating the risk of insecure locking. Its load-bearing capacity far exceeds that of traditional electrically controlled locking mechanisms. Subsequently, in case of a fault, the mechanical linkage of the pendulum's gravity and hydraulic energy storage drives the track plate to automatically reset to a safe position, achieving precise locking through the pin locking assembly, completely eliminating the risks of delays, misjudgments, and power failures in the electrical control system. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a perspective view of the tilting track beam structure suitable for monorail systems provided in an embodiment of the present invention.

[0028] Figure 2 This is a bottom-view perspective view of the tilting track beam structure suitable for monorail systems provided in an embodiment of the present invention.

[0029] Figure 3 This is a schematic diagram showing the positional relationship between the gravity pendulum hydraulic buffer locking assembly and the pin locking assembly of the tilting track beam structure suitable for monorail systems provided in this embodiment of the invention.

[0030] Figure 4 This is a three-dimensional structural view of the gravity pendulum hydraulic buffer locking assembly of the tilting track beam structure suitable for monorail systems provided in the embodiments of the present invention;

[0031] Figure 5 This is a schematic diagram of the installation positions of the drive shaft, the tilting shaft, and the self-aligning ball bearing in the tilting track beam structure suitable for monorail systems provided in this embodiment of the invention.

[0032] Figure 6 This is a schematic diagram showing the installation positions of the servo motor, planetary reducer, and drive shaft of the flip-type track beam structure suitable for monorail systems, provided in an embodiment of the present invention.

[0033] Figure 7 This is a schematic diagram showing the installation positions of the flipping shaft, self-aligning ball bearing, and gravity pendulum in a flipping track beam structure suitable for monorail systems, provided in an embodiment of the present invention.

[0034] Figure 8 This is a schematic diagram showing the installation positions of the hydraulic cylinder, the second joint bearing, and the second limit seat of the tilting track beam structure suitable for monorail systems provided in this embodiment of the invention.

[0035] Figure 9 This is a schematic diagram of the installation position of the mounting plate and hydraulic cylinder of the tilting track beam structure suitable for monorail systems provided in the embodiments of the present invention.

[0036] Figure 10 This is a schematic diagram showing the installation positions of the output shaft, wear-resistant bushing, and locking pin hole of the flip-type track beam structure suitable for monorail systems provided in this embodiment of the invention.

[0037] The diagram is labeled as follows:

[0038] 100 - Concrete pier;

[0039] 200-Double-sided track slab;

[0040] 300-Straight Rail Assembly;

[0041] 400-Curved Track Assembly;

[0042] 500-Gravity pendulum hydraulic buffer locking assembly, 501-Support platform, 502-Servo motor, 503-Planetary reducer, 504-Drive shaft, 505-Tilting shaft, 506-Self-aligning ball bearing, 507-Gravity pendulum, 508-Support rod, 509-Connecting plate, 510-Vertical fixing plate, 511-First limit seat, 512-First joint bearing, 513-Hydraulic cylinder, 514-Second joint bearing, 515-Second limit seat, 516-Oil inlet hose, 517-Accumulator, 518-Connecting pipe, 519-Solenoid directional valve, 520-Oil delivery pipe;

[0043] 600-Pin locking assembly, 601-Mounting plate, 602-Hydraulic cylinder, 603-Output shaft, 604-Wear-resistant bushing, 605-Locking pin hole, 606-Position sensor. Detailed Implementation

[0044] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Preferred embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a thorough and complete understanding of the disclosure of the invention.

[0045] In the description of this invention, it should be understood that the terms "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "longitudinal", "lateral", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0046] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0047] Furthermore, in the description of this invention, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. Of course, such terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than those illustrated or described herein.

[0048] In a specific implementation, the length direction of the straight rail assembly is defined as longitudinal, and the direction perpendicular to it is defined as transverse. The two ends of the longitudinal direction are front and back, and the two ends of the transverse direction are left and right. In addition, the side closer to the double-sided track plate is defined as the inner side, and the side farther away from the double-sided track plate is defined as the outer side.

[0049] This invention provides a flip-type track beam structure suitable for monorail systems, applicable to straddle-type monorail transit systems. As a single track turnout, the flip-type track beam enables train steering or line switching.

[0050] Specifically, such as Figure 1-3 In this embodiment, the structure includes a double-sided track plate 200, a gravity pendulum hydraulic buffer locking assembly 500, and a pin locking assembly 600.

[0051] The double-sided track slab 200 is a concrete structure, with straight rail components 300 and curved rail components 400 fixedly installed on its top and bottom surfaces, respectively. Both are arranged longitudinally, with one end corresponding vertically. The double-sided track slab 200 is connected to the monorail beam at both ends, and the straight rail components 300 on the top surface are connected to the monorail at both ends. When the train needs to turn or switch tracks, the double-sided track slab 200 flips, flipping the curved rail components 400 from the bottom surface to the top surface. The other end of the curved rail components 400 then connects to another monorail, thus enabling the train to turn or switch tracks.

[0052] In addition, the double-sided track slab 200 is provided with a longitudinal through hole, and its longitudinal end face is also provided with a locking pin hole 605. At both longitudinal ends of the double-sided track slab 200, vertically arranged concrete piers 100 are also provided, and longitudinal through holes are also provided on the concrete piers 100 at the positions corresponding to the longitudinal through hole and the locking pin hole 605.

[0053] like Figure 4-8 The gravity pendulum hydraulic buffer locking assembly 500 mainly includes a tilting shaft 505, a servo motor 502, a gravity pendulum 507, a hydraulic cylinder 513, and an accumulator 517, etc., and has the functions of tilting, buffering and locking.

[0054] A flip shaft 505 is inserted into the longitudinal through hole of the double-sided track plate 200 and fixed to it (e.g., with a spline). One end of the flip shaft 505 is connected to a servo motor 502, which rotates under the drive of the servo motor 502, thereby flipping the double-sided track plate 200. Specifically, the output end of the servo motor 502 is connected to the input end of a planetary reducer 503, which is used for speed reduction and torque increase. The drive shaft 504 at the output end of the planetary reducer 503 is connected to one end of the flip shaft 505. A self-aligning ball bearing 506 is installed at the end of the flip shaft 505, and the self-aligning ball bearing 506 is located in the longitudinal through hole provided on the concrete pier 100. In addition, a horizontally arranged support platform 501 is fixed to the outer side of the concrete pier 100 at this end. The support platform has support ribs at the bottom and is used to support the servo motor 502, planetary reducer 503, and other equipment at the top. The support platform 501 can be fixed to the outer side of the concrete pier 100 by bolt connection, which facilitates disassembly and adjustment during later maintenance.

[0055] The other end of the tilting shaft 505 is fixedly connected to the upper part of one side of the gravity pendulum 507. A self-aligning ball bearing 506 is also installed at the other end of the tilting shaft 505, located within a longitudinal through hole on the concrete pier 100. A second limiting seat 515 is fixed to the lower part of the other side of the gravity pendulum 507, which can be fixed with bolts. The second limiting seat 515 is vertically offset from the tilting shaft 505. A longitudinal support rod 508 is fixed to the outer side of the concrete pier 100 at this end, which can be fixed with bolts. A horizontally arranged connecting plate 509 is fixed to the top of the support rod 508, and a vertical fixing plate 510 is provided at the top of the outer end of the connecting plate 509. A first joint bearing 512 is provided at the fixed end of the hydraulic cylinder 513. The first joint bearing 512 is inserted into the first limiting seat 511, which is fixed to the inner side of the vertical fixing plate 510 with bolts. A second joint bearing 514 is provided at the end of the piston rod of the hydraulic cylinder 513. The tilting shaft 505 rotates under the drive of the servo motor 502, causing the double-sided track plate 200 to tilt. When the gravity pendulum 507 rotates and swings down to its lowest position, the second limit seat 515 is longitudinally aligned with the piston rod of the hydraulic cylinder 513. The hydraulic cylinder 513 is connected to the accumulator 517 via an oil circuit. Under the action of the accumulator 517, the piston rod of the hydraulic cylinder 513 extends longitudinally and inserts into the second limit seat 515, locking the gravity pendulum 507 and the tilting shaft 505. In addition, the top surface of the connecting plate 509 is also used to support the accumulator 517 and other equipment. The support rod 508 is connected to the concrete pier 100 by bolts, forming a stable support structure. The connecting plate 509 and the fixing plate 510 connect the support rod 508 and the first limiting seat 511 into one unit, which can provide rigid support for the fixed end of the hydraulic cylinder 513. This multi-layer connection structure can disperse the reaction force generated by the hydraulic cylinder 513 when it is working, and avoid deformation caused by excessive force on a single connection point. This ensures that the hydraulic cylinder 513 always maintains a stable posture during buffering and driving, and provides a continuous and reliable hydraulic force for the gravity pendulum 507. This solves the problem of loosening and breakage caused by the concentration of force in traditional support structures.

[0056] like Figure 7Hydraulic cylinder 513 and accumulator 517 are also connected to solenoid directional valve 519 via oil circuits. The rodless chamber of hydraulic cylinder 513 is connected to accumulator 517 via inlet hose 516, and accumulator 517 is connected to solenoid directional valve 519 via connecting pipe 518. Solenoid directional valve 519 is connected to rod chamber of hydraulic cylinder 513 via oil supply pipe 520. Solenoid directional valve 519 acts as a reversing switch for the hydraulic system, switching the oil circuit on and off via control signals from an external control system. When the gravity pendulum 507 needs to swing downwards, solenoid directional valve 519 opens the passage between the external oil pump and accumulator 517, while simultaneously allowing oil to return from the rod chamber of hydraulic cylinder 513, ensuring smooth downward swing and energy storage of gravity pendulum 507. In emergency situations such as power outages or servo motor 502 malfunctions, the gravity pendulum 507 can use its own weight to drive the double-sided track slab 200 to automatically reset to the passage position of the straight rail assembly 300, thereby ensuring the safety of the rail transit system. After the double-sided track slab 200 is rotated into place, the hydraulic cylinder 513, in conjunction with the accumulator 517, provides additional pressure to achieve precise locking. Combined with the locking effect of the pin locking assembly 600, the double-sided track slab 200 seamlessly connects with the adjacent track, ensuring the smooth passage of trains. At the same time, the locked state can stably withstand the impact load of train passage, preventing track slab displacement and thus improving the operational safety of the turnout system.

[0057] In the gravity pendulum hydraulic buffer locking assembly 500, the gravity pendulum 507 is used to convert gravitational potential energy into kinetic energy of circular motion, the hydraulic cylinder 513 is used for flexible buffering, the accumulator 517 is used to balance hydraulic pressure fluctuations and store buffering energy, and the solenoid directional valve 519 is used to change the flow direction of hydraulic oil. Specifically, the hydraulic cylinder 513 can be a heavy-duty hydraulic cylinder from the Beijing Huade HD-CDM1 / CGM1 series, the accumulator 517 can be an NXQ-A-6.3 / 31.5-LY type bladder accumulator, and the solenoid directional valve 519 can be a solenoid directional valve from the Beijing Huade 4WE6 series.

[0058] The servo motor 502 serves as the primary power source, precisely responding to control commands to adjust its speed. The planetary reducer 503 connected to the output of the servo motor 502 achieves speed reduction and torque amplification through multi-gear meshing, converting the high-speed, low-torque output of the servo motor 502 into the low-speed, high-torque required for the flipping double-sided track plate 200. This satisfies the heavy-load flipping requirements of the straight rail assembly 300 on the flipping double-sided track plate 200 and the curved rail assembly 400 at the bottom, while preventing overload damage to the servo motor 502 due to direct heavy-load driving. The servo motor 502 can be a Huichuan Technology ISMG1-18D20CD-A334FA type servo motor with a holding brake.

[0059] The drive shaft 504, acting as an intermediate link in power transmission, smoothly transmits the torque output from the planetary reducer 503 to the tilting shaft 505. The tilting shaft 505 passes through the holes in the double-sided track plate 200 and is rigidly connected to it. Its own rotation directly drives the double-sided track plate 200 to tilt. Furthermore, two self-aligning ball bearings 506 are fitted at both ends of the tilting shaft 505. These bearings compensate for any coaxiality errors that may occur during installation and simultaneously transfer the radial load of the tilting shaft 505 to the concrete pier 100, thereby reducing frictional resistance during rotation and ensuring a smooth, uninterrupted tilting process for the double-sided track plate 200. This solves the problems of rapid wear and unstable rotation caused by installation errors in traditional turnout shafts. The planetary reducer 503 can be an Inovance Technology ISMG1-18D20CD-A334FA type servo motor with a holding brake.

[0060] The self-aligning ball bearing 506 stably supports the tilting shaft 505 on the concrete pier 100. The sleeved connection between the tilting shaft 505 and the gravity pendulum 507 achieves rigid linkage between the two, allowing the gravity pendulum 507 to rotate synchronously with the tilting shaft 505. The gravity potential energy of the gravity pendulum 507 provides an auxiliary torque for the tilting of the double-sided track plate 200, thereby reducing the drive load of the servo motor 502. The second limiting seat 515 on one side of the gravity pendulum 507 is used to fix the second joint bearing 514. The second joint bearing 514 cooperates with the shaft end of the hydraulic cylinder 513, allowing the hydraulic cylinder 513 to adaptively adjust the angle when the gravity pendulum 507 swings. This avoids rigid stress caused by the difference between the circular motion of the gravity pendulum 507 and the linear motion of the hydraulic cylinder 513, thus protecting the shaft end of the hydraulic cylinder 513 from damage. At the same time, it also ensures that the hydraulic buffer force can stably act on the gravity pendulum 507.

[0061] The first joint bearing 512 inside the first limiting seat 511 is connected to the fixed end of the hydraulic cylinder 513, and can effectively cooperate with the second joint bearing 514. This allows the hydraulic cylinder 513 to achieve multi-angle adaptive rotation at both ends when the gravity pendulum 507 swings, ensuring that the piston rod always bears axial force and avoiding damage to the cylinder body of the hydraulic cylinder 513 by radial bending moment. The rodless chamber of the hydraulic cylinder 513 is connected to the accumulator 517 through the oil inlet hose 516. When the gravity pendulum 507 swings downward, the volume of the rodless chamber of the hydraulic cylinder 513 will decrease to the left and right of the second joint bearing 514 as the gravity pendulum 507 swings downward. At this time, the hydraulic oil is pressed into the accumulator 517 through the oil inlet hose 516 for storage. The incompressibility of the hydraulic oil forms a throttling damping, which can buffer the impact kinetic energy of the gravity pendulum 507. This design not only avoids rigid collisions between the gravity pendulum 507 and other components, but also recovers energy for subsequent auxiliary flipping, thereby improving the energy efficiency and stability of the system.

[0062] like Figure 9-10 The pin locking assembly 600 is arranged on the left and right sides of the longitudinal end face of the double-sided track plate 200, with a total of four sets. The pin locking assembly 600 includes a hydraulic cylinder 602 and its piston output shaft 603. The hydraulic cylinder 602 is used to provide linear thrust, and the end of the piston output shaft 603 has an integrally formed pin. The longitudinal end face of the double-sided track plate 200 is provided with a longitudinal locking pin hole 605. When the double-sided track plate 200 is flipped into place, the piston output shaft 603 extends longitudinally under the drive of the hydraulic cylinder 602 and inserts into the locking pin hole 605 to lock the double-sided track plate 200. Specifically, the concrete pier 100 is provided with a through hole corresponding to the locking pin hole 605. The end of the hydraulic cylinder 602 is fixed to the mounting plate 601, which is provided with a through hole and fixed to the longitudinal end face of the concrete pier 100. The piston output shaft 603 passes longitudinally through the mounting plate 601 and the concrete pier 100 and enters the locking pin hole 605. A wear-resistant bushing 604 can also be inserted into the locking pin hole 605 for protection. In addition, a position sensor 606 is provided at the end of the piston output shaft 603 for real-time detection of the locking status.

[0063] In the pin-locking assembly 600, the mounting plate 601 is fixed to the concrete pier 100 with bolts, forming a symmetrically distributed pin-locking assembly 600. This ensures that the locking force is evenly applied to the double-sided track slab 200. The hydraulic cylinder 602 drives the piston output shaft 603 to extend and retract, causing the pin at the shaft end to move in and out of the locking pin hole 605. When the double-sided track slab 200 is rotated into place, the pin extends and inserts into the locking pin hole 605, and, in conjunction with the hydraulic cylinder 513 and the accumulator 517, provides supplementary pressure for precise locking, forming a mechanical rigid lock. Its load-bearing capacity far exceeds that of traditional electrically controlled locking mechanisms, effectively resisting the lateral impact force during train passage. This design completely solves the problem of insecure locking caused by jamming and insufficient force in traditional locking mechanisms, thereby improving the safety and reliability of the turnout. The hydraulic cylinder 602 can be a Beijing Huade HD-CDM1 / CGM1 series double-acting hydraulic cylinder.

[0064] The pin at the end of the piston output shaft 603 precisely engages with the locking pin hole 605 of the double-sided track plate 200. Once inserted, the pin forms a rigid connection, firmly fixing the double-sided track plate 200 in its current position. The wear-resistant bushing 604 inside the locking pin hole 605 is made of high-strength alloy material, reducing wear caused by repeated insertion and removal of the pin and extending its service life. The position sensor 606 continuously monitors whether the pin is fully inserted into the pin hole, feeding back the locking status signal to the control system. This ensures that train passage is only permitted after the pin is fully locked, avoiding the risk of train passage due to misalignment of the track surfaces, thereby further improving the safety and reliability of the turnout system. The position sensor 606 can be a Shanghai Lanbao LR12XBF04DPOU type inductive proximity sensor.

[0065] In the flip-type track beam structure provided by this invention, two concrete piers 100 serve as foundation supports, providing a stable installation reference for the double-sided track slab 200, the gravity pendulum hydraulic buffer locking assembly 500, and the pin locking assembly 600. Its rigid structure can withstand the longitudinal and lateral loads during train passage and track slab flipping. The double-sided track slab 200 is the core carrier for realizing track switching. The longitudinal through hole is used to cooperate with the flipping shaft 505 to ensure the stable transmission of the flipping action. The straight rail assembly 300 at the top and the curved rail assembly 400 at the bottom of the double-sided track slab 200 correspond to the requirements of straight and turning tracks, respectively. The 180-degree flip of the double-sided track slab 200 realizes the rapid switching between the two tracks. Compared with the zigzag structure of traditional turnouts, this double-sided design can reduce the zigzag resistance of the rail surface connection, thereby increasing the train passing speed and significantly reducing the space occupied by the turnout, which is especially suitable for narrow sections of urban centers or mountainous areas.

[0066] Meanwhile, the tilting track beam structure provided by this invention, through the synergistic effect of the gravity pendulum hydraulic buffer locking assembly 500 and the pin locking assembly 600, achieves adaptive matching of power demand and high-precision reliable locking for single track turnout tilting operations. This differs from traditional high-energy-consuming passive solutions that rely on full-power motor drive and complex electronic control system regulation, making turnout tilting more energy-efficient, stable, and safe. Utilizing the rigid coaxial linkage between the gravity pendulum 507 and the tilting shaft 505, the gravitational potential energy of the pendulum provides auxiliary torque during track slab tilting, dynamically reducing the motor drive load. Simultaneously, in conjunction with the hydraulic circuit of the double-acting hydraulic cylinder 513 and the accumulator 517, the throttling damping effect of the hydraulic oil absorbs the impact of the pendulum's swing, effectively buffering vibrations during tilting and dynamically storing and releasing energy to assist in power regulation. In addition, during the locking phase, the piston output shaft 603 can be driven by the hydraulic cylinder 602 to form a mechanical rigid connection with the locking pin hole 605 on the double-sided track plate 200, completely eliminating the risk of insecure locking. The load-bearing capacity far exceeds that of traditional electric control locking mechanisms. Subsequently, in the event of a fault, the double-sided track plate 200 is automatically reset to a safe position by relying entirely on the mechanical linkage between the gravity pendulum 507 and the hydraulic energy storage, and precise locking is achieved through the pin locking assembly 600, completely eliminating the risk of delay, misjudgment and power failure of the electric control system.

[0067] The above examples illustrate the present invention only to aid in understanding it and are not intended to limit the scope of the invention. Those skilled in the art can make various simple deductions, modifications, or substitutions based on the principles of this invention.

Claims

1. A tilting track beam structure suitable for monorail systems, characterized in that: The structure includes a double-sided track plate (200) and a gravity pendulum hydraulic buffer locking assembly (500). The top and bottom surfaces of the double-sided track plate (200) are respectively fixed with a straight track assembly (300) and a curved track assembly (400), both arranged longitudinally; the double-sided track plate (200) is provided with a longitudinal through hole. The gravity pendulum hydraulic buffer locking assembly (500) includes a tilting shaft (505), a servo motor (502), a gravity pendulum (507), a hydraulic cylinder (513), and an accumulator (517). The flipping shaft (505) is inserted into the longitudinal through hole of the double-sided track plate (200) and fixed to each other. One end of the flipping shaft (505) is associated with the servo motor (502), and the other end of the flipping shaft (505) is connected to the upper part of one side of the gravity pendulum (507). A second limiting seat (515) is provided on the lower part of the other side of the gravity pendulum (507). The hydraulic cylinder (513) is connected to the accumulator (517) through an oil circuit; the flipping shaft (505) rotates under the drive of the servo motor (502) and drives the double-sided track plate (200) to flip. When the gravity pendulum (507) rotates down to the lowest position, the second limiting seat (515) is longitudinally opposite to the piston rod of the hydraulic cylinder (513). Under the action of the accumulator (517), the piston rod of the hydraulic cylinder (513) extends longitudinally and inserts into the second limiting seat (515), locking the gravity pendulum (507) and the flipping shaft (505).

2. The tilting track beam structure suitable for monorail systems according to claim 1, characterized in that: The structure also includes a pin locking assembly (600), which is disposed on the left and right sides of the longitudinal end face of the double-sided track plate (200), including a hydraulic cylinder (602) and its piston output shaft (603). The longitudinal end face of the double-sided track plate (200) is provided with a longitudinal locking pin hole (605). When the double-sided track plate (200) is flipped into place, the piston output shaft (603) extends longitudinally and inserts into the locking pin hole (605) under the drive of the hydraulic cylinder (602) to lock the double-sided track plate (200).

3. The tilting track beam structure suitable for monorail systems according to claim 2, characterized in that: The double-sided track plate (200) has vertically arranged concrete piers (100) at both ends. The outer sides of the two concrete piers (100) are respectively fixed with horizontally arranged support platforms (501) and connecting plates (509) to support the various parts of the gravity pendulum hydraulic buffer locking assembly (500).

4. The tilting track beam structure suitable for monorail systems according to claim 3, characterized in that: Both ends of the flipping shaft (505) are equipped with self-aligning ball bearings (506), which are located in the longitudinal through holes provided on the concrete pier (100).

5. The tilting track beam structure suitable for monorail systems according to claim 4, characterized in that: The output end of the servo motor (502) is connected to the input end of the planetary reducer (503), and the drive shaft (504) of the output end of the planetary reducer (503) is connected to one end of the flip shaft (505).

6. The tilting track beam structure suitable for monorail systems according to claim 5, characterized in that: The fixed end of the hydraulic cylinder (513) is provided with a first joint bearing (512), the first joint bearing (512) is inserted into the first limiting seat (511), and the first limiting seat (511) is fixed to the inner side of the vertical fixing plate (510) provided at the top of the outer end of the connecting plate (509). The piston rod end of the hydraulic cylinder (513) is provided with a second spherical bearing (514).

7. The tilting track beam structure suitable for monorail systems according to claim 6, characterized in that: The hydraulic cylinder (513) and the accumulator (517) are also connected to the solenoid directional valve (519) via an oil circuit.

8. The tilting track beam structure suitable for monorail systems according to claim 7, characterized in that: The rodless chamber of the hydraulic cylinder (513) is connected to the accumulator (517) through the oil inlet hose (516), the accumulator (517) is connected to the solenoid directional valve (519) through the connecting pipe (518), and the solenoid directional valve (519) is connected to the rod chamber of the hydraulic cylinder (513) through the oil supply pipe (520).

9. The tilting track beam structure suitable for monorail systems according to claim 8, characterized in that: The concrete pier (100) is provided with a through hole corresponding to the locking pin hole (605). The end of the hydraulic cylinder (602) is fixed to the mounting plate (601). The mounting plate (601) is provided with a through hole and fixed to the longitudinal end face of the concrete pier (100). The piston output shaft (603) passes longitudinally through the mounting plate (601) and the concrete pier (100) and enters the locking pin hole (605).

10. The tilting track beam structure for monorail systems according to claim 9, characterized in that: A position sensor (606) is provided at the end of the piston output shaft (603).

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