Sleeve line side common stock rail sleeve line turnout

Abstract

The utility model relates to the technical field of turnouts, and provides a mantle line side common stock rail mantle line turnout which comprises a first bent rail, and one side of the first bent rail is provided with a first turning face. The first guard rail is arranged on one side of the first bent rail and provided with a first guide face, a first turning face and a first guide face which are used for turning of the first vehicle, the second bent rail and the first guard rail are located on the two sides of the first bent rail respectively, and the side, close to the first bent rail, of the second bent rail is provided with a second turning face. The side, close to the second bent rail, of the first bent rail is provided with a second guide face, and the second turning face and the second guide face are used for turning of the second vehicle. By means of the technical scheme, the problem that in the prior art, a turnout cannot meet the running requirement of two different trains with the short wheel back distance is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of turnouts, and in particular to a turnout for a track with a common basic rail on a track side. Background Art

[0002] Railway turnouts are key equipment on railway tracks for transferring trains from one track to another. Currently, in new passenger and transport lines, due to space and turnout limitations, it may be necessary to use two locomotives with different wheel gauges to drive in separately. Usually, this situation occurs on shared tracks or lines that need to run between sections with different track gauges. The solution is to set two basic rails on the set-line side, and the two pointed rails are fixed with rail supports or elastic buckles so that they can run normally and safely. At present, this method is only applicable to locomotives with a large wheel gauge spacing and a large assembly space. It is not suitable for locomotives with two different wheel gauges that are close in spacing. Utility Model Content

[0003] The utility model provides a track-side common basic rail track turnout, which solves the problem that the turnout in the related technology cannot meet the running requirements of two trains with different wheel back spacings that are close.

[0004] The technical solution of the utility model is as follows:

[0005] A track-side common basic track track turnout, used for the straight running and turning of a car 1 and a car 2, wherein the track gauge of the car 1 is smaller than the track gauge of the car 2, comprises:

[0006] A first curved rail, wherein one side of the first curved rail has a first turning surface;

[0007] a first guard rail, the first guard rail is arranged on one side of the first curved rail, and has a first guide surface, the first curved surface and the first guide surface are used for turning of vehicle one,

[0008] A second curved rail, the second curved rail and the first guard rail are respectively located on both sides of the first curved rail, the second curved rail has a second turning surface on one side close to the first curved rail, the first curved rail has a second guide surface on one side close to the second curved rail, and the second turning surface and the second guide surface are used for turning of vehicle two.

[0009] As a further technical solution, it also includes:

[0010] The third curved track has a third turning surface, the distance between the third turning surface and the first turning surface is the track gauge of the vehicle one, and the distance between the third turning surface and the second turning surface is the track gauge of the vehicle two.

[0011] As a further technical solution, it also includes:

[0012] A first straight rail, a second straight rail and a third straight rail, wherein the first straight rail, the second straight rail and the third straight rail are arranged in parallel, the distance between the first straight rail and the third straight rail is the track gauge of the first vehicle, and the distance between the second straight rail and the third straight rail is the track gauge of the second vehicle.

[0013] As a further technical solution, the first curved rail and the second curved rail have a straight truncation groove, one side of the straight truncation groove is a first straight surface, and the other side is a third guide surface;

[0014] The fourth straight rail and the fifth straight rail are both arranged parallel to the first straight rail, the fourth straight rail leads to the first straight surface and is connected, after the other end of the fourth straight rail is connected to the third straight rail, the first curved rail is not connected to the first straight rail, the fifth straight rail is connected to the first straight rail, the first car and the second car go straight, the distance between the fourth straight rail and the fifth straight rail is the track gauge of the first car, and the distance between the fourth straight rail and the first straight rail is the track gauge of the second car.

[0015] As a further technical solution, the fourth straight rail has a first sliding end, which is connected to or disconnected from the third straight rail after sliding, the first curved rail has a second sliding end, which is connected to or disconnected from the first straight rail after sliding, and the fifth straight rail has a third sliding end, which is connected to the first straight rail or the second straight rail after sliding.

[0016] As a further technical solution, the second straight rail, the fifth straight rail, the second curved rail, the first curved rail, the fourth straight rail and the third curved rail are arranged in sequence.

[0017] As a further technical solution, it also includes:

[0018] The fourth guard rail is located between the third curved rail and the fourth straight rail, and the fourth guard rail is used to guide the vehicle to turn.

[0019] As a further technical solution, after the third sliding end is connected to the second straight rail, the second straight rail is connected to the second curved rail through the third sliding end.

[0020] The working principle and beneficial effects of the utility model are:

[0021] In the utility model, the first curved rail is a key component of the turnout, and one side of the first curved rail has a first turning surface, which is accurately calculated and formed according to the gauge and turning radius of the first vehicle, ensuring that the first vehicle can safely and smoothly pass through the curved rail for steering operations. A first guard rail is installed on one side adjacent to the first curved rail, and the first guard rail has a first guide surface, which cooperates with the first turning surface of the first curved rail to form an accurate track for guiding the wheels of the first vehicle to safely pass through the curve. The design of the first guard rail is intended to prevent the wheels from derailing, while providing additional support to ensure the stability and safety of the steering process. In order to meet the larger gauge requirements of the second vehicle, the second curved rail is arranged on the other side of the first curved rail and arranged opposite to the first guard rail. A second turning surface is designed on the side of the second curved rail close to the first curved rail, and its size and curvature are customized for the larger gauge of the second vehicle, ensuring that the second vehicle can also pass through the curve smoothly. A second guide surface is designed on the side of the first curved rail close to the second curved rail, which complements the second turning surface of the second curved rail and provides accurate turning guidance for the second vehicle. This double track surface design not only optimizes track utilization, but also ensures independent and safe passage of vehicles with different track gauges. There is no big restriction on the spacing between the first curved track and the second curved track. It can be large enough to allow two trains with a large difference in wheel back distance to pass, or small enough to allow two trains with a small wheel back distance to pass. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The preferred implementation modes will be described below in a clear and understandable manner with reference to the accompanying drawings to further illustrate the above-mentioned characteristics, technical features, advantages and implementation methods of the present utility model.

[0023] Figure 1 It is a schematic diagram of the structure of the utility model;

[0024] Figure 2 for Figure 1 An enlarged schematic diagram of point A.

[0025] In the figure: 100, the first curved rail, 110, the first turning surface, 200, the first guard rail, 210, the first guide surface, 300, the second curved rail, 310, the second turning surface, 130, the second guide surface, 400, the third curved rail, 410, the third turning surface, 500, the first straight rail, 600, the second straight rail, 700, the third straight rail, 140, the straight cutting groove, 150, the first straight surface, 160, the third guide surface, 800, the fourth straight rail, 900, the fifth straight rail, 810, the first sliding end, 120, the second sliding end, 910, the third sliding end, 1000, the second guard rail, 1100, the third guard rail, 1200, the fourth guard rail. DETAILED DESCRIPTION

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the specific implementation methods of the utility model will be described below with reference to the accompanying drawings. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, they can also be understood as further technical solutions without paying creative work. In some figures, components with the same structure or function are only schematically illustrated, or only one of them is marked. In this article, "one" not only means "only one", but also means "more than one", and "several" includes "two" and "more than two".

[0027] In this article, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be a connection between two components. For ordinary technicians in this field, the specific meanings of the above terms in this utility model can be understood according to specific circumstances.

[0028] In addition, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0029] Reference Figure 1~Figure 2 , which is the first embodiment of the utility model, proposes

[0030] A track turnout with a common basic rail on the track side is used for straight travel and turning of cars 1 and 2, the track gauge of car 1 is smaller than that of car 2, and comprises: a first curved rail 100, one side of the first curved rail 100 has a first turning surface 110; a first guard rail 200, the first guard rail 200 is arranged on one side of the first curved rail 100, and has a first guide surface 210, the first turning surface 110 and the first guide surface 210 are used for turning of car 1, a second curved rail 300, the second curved rail 300 and the first guard rail 200 are respectively located on both sides of the first curved rail 100, the side of the second curved rail 300 close to the first curved rail 100 has a second turning surface 310, the side of the first curved rail 100 close to the second curved rail 300 has a second guide surface 130, the second turning surface 310 and the second guide surface 130 are used for turning of car 2.

[0031] In this embodiment, the first curved rail 100 is a key component of the turnout, and one side of the first curved rail 100 has a first turning surface 110, which is accurately calculated and formed according to the gauge and turning radius of the first vehicle, ensuring that the first vehicle can safely and smoothly pass through the curved rail for steering operations. A first guard rail 200 is installed on one side adjacent to the first curved rail 100, and the first guard rail 200 has a first guide surface 210, which cooperates with the first turning surface 110 of the first curved rail 100 to form an accurate track that guides the wheels of the first vehicle to pass through the curve safely. The design of the first guard rail 200 is intended to prevent the wheels from derailing, while providing additional support to ensure the stability and safety of the steering process. In order to meet the larger gauge requirements of the second vehicle, the second curved rail 300 is arranged on the other side of the first curved rail 100, and is arranged opposite to the first guard rail 200. The second curved rail 300 is designed with a second turning surface 310 on one side close to the first curved rail 100, and its size and curvature are customized for the larger gauge of the second vehicle, ensuring that the second vehicle can also pass through the curve smoothly. A second guide surface 130 is designed on one side of the first curved rail 100 close to the second curved rail 300, which complements the second turning surface 310 of the second curved rail 300 and together provides precise turning guidance for vehicle 2. This double track surface design not only optimizes the utilization rate of the track, but also ensures the independent and safe passage of vehicles with different track gauges. There is no great restriction on the spacing between the first curved rail 100 and the second curved rail 300. It can be large to allow two trains with a large difference in wheel back distance to pass, or it can be small to allow two trains with a small wheel back distance to pass.

[0032] Furthermore, it also includes: a third curved track 400, the third curved track 400 has a third turning surface 410, the distance between the third turning surface 410 and the first turning surface 110 is the track gauge of vehicle one, and the distance between the third turning surface 410 and the second turning surface 310 is the track gauge of vehicle two.

[0033] In this embodiment, on the basis of the original first curved rail 100 and the second curved rail 300, a third curved rail 400 is added, and one side of the third curved rail 400 has a third turning surface 410. The distance between the third turning surface 410 and the first turning surface 110 is the track gauge of vehicle one, ensuring that vehicle one can travel safely and stably within this distance, avoiding the driving risks that may be caused by track gauge mismatch. At the same time, the distance between the third turning surface 410 and the second turning surface 310 corresponds to the larger track gauge of vehicle two, fully meeting the space requirements of vehicle two when turning. By adding the third curved rail 400, the overall structure is optimized, forming a more complex but efficient spatial layout, so that vehicle one and vehicle two can smoothly complete the turning operation at the same turnout according to their respective track gauge requirements without interfering with each other. In the embodiment, the material, structural strength and connection method of the third curved rail 400 with the first curved rail 100 and the second curved rail 300 are strictly considered to ensure stability and safety when the vehicle passes at high speed. Meanwhile, in order to reduce wear and improve durability, the third curved rail 400 and the third turning surface 410 thereof may adopt wear-resistant materials or surface treatment technology.

[0034] Furthermore, it also includes: a first straight rail 500, a second straight rail 600 and a third straight rail 700, the first straight rail 500, the second straight rail 600 and the third straight rail 700 are arranged in parallel, the distance between the first straight rail 500 and the third straight rail 700 is the track gauge of vehicle one, and the distance between the second straight rail 600 and the third straight rail 700 is the track gauge of vehicle two; after the third curved rail 400 is connected to the third straight rail 700, and the second curved rail 300 is connected to the second straight rail 600, the first curved rail 100 is connected to the first straight rail 500, and vehicles one and two turn.

[0035] In this embodiment, the first straight rail 500, the second straight rail 600 and the third straight rail 700 are added to the design, wherein the distance between the first straight rail 500 and the third straight rail 700 just matches the track gauge of vehicle one, ensuring that vehicle one can safely go straight within this distance; the distance between the second straight rail 600 and the third straight rail 700 corresponds to the track gauge of vehicle two, meeting the straight-running requirements of vehicle two. This layout not only makes full use of the space, but also ensures the independent running paths of vehicles with different track gauges. The third curved rail 400 is directly connected to the third straight rail 700, forming a basic rail part shared by vehicle one and vehicle two, ensuring a smooth transition from a curve to a straight run. The second curved rail 300 is connected to the second straight rail 600. When vehicle two needs to turn from a straight run to a curve, the second straight rail 600 guides vehicle two to smoothly transition to the second turning surface 310 of the second curved rail 300, achieving precise matching of the track gauge. The first curved track 100 is connected to the first straight track 500, providing a transition path from the first straight track 500 to the curved track for the first vehicle, ensuring that the first vehicle can continue to turn along the correct track gauge after going straight. Through the above design, both the first vehicle and the second vehicle can enjoy a smooth and safe transition experience when switching from the straight track to the curved track. The distance adjustment between the curved track and the straight track and the guide surface design ensure the stability of the vehicle when turning and the continuity when going straight, and reduce the impact or inadaptability that may be caused by the change in track gauge.

[0036] Furthermore, the first curved rail 100 and the second curved rail 300 have a straight truncation groove 140, one side of the straight truncation groove 140 is a first straight surface 150, and the other side is a third guide surface 160; the fourth straight rail 800 and the fifth straight rail 900 are both arranged parallel to the second straight rail 600, and the fourth straight rail 800 leads to the first straight surface 150. After the other end of the fourth straight rail 800 is connected to the third straight rail 700, the first curved rail 100 is not connected to the first straight rail 500, and the fifth straight rail 900 is connected to the second straight rail 600. Car one and car two go straight, and the distance between the fourth straight rail 800 and the fifth straight rail 900 is the track gauge of car one, and the distance between the fourth straight rail 800 and the second straight rail 600 is the track gauge of car two.

[0037] In this embodiment, a straight-running cutoff groove 140 is designed on the first curved rail 100 and the second curved rail 300. This design allows a straight-running channel to be opened up on a curved rail that was originally only used for turning. A first straight surface 150 is provided on one side of the straight-running cutoff groove 140 of the first curved rail 100 and the second curved rail 300, so that the vehicle 1 can directly pass straight along this surface under specific operations, and a third guide surface 160 is provided on the other side to ensure that the vehicle 1 can obtain accurate track guidance. The fourth straight rail 800 is arranged parallel to the second straight rail 600, and one end thereof leads to the first straight surface 150 on the first curved rail 100, ensuring that the vehicle 1 can pass directly from the straight-running cutoff groove 140 without turning. The other end of the fourth straight rail 800 is connected to the third straight rail 700, thus providing a straight path for the vehicle 1. The fifth straight rail 900 is also parallel to the second straight rail 600 and is in line with the first straight rail 500, providing a direct straight-moving option for the second vehicle, ensuring that the second vehicle can pass smoothly when it does not need to turn. In order to ensure the smooth operation of vehicles with different track gauges, the distance between the fourth straight rail 800 and the fifth straight rail 900 is set to the track gauge of the first vehicle, while the distance between the fourth straight rail 800 and the second straight rail 600 matches the track gauge of the second vehicle, avoiding the potential safety hazards caused by the inconsistent track gauges. Through the above design, this embodiment not only improves the flexibility and efficiency of the turnout system, but also greatly enhances safety, allowing the first vehicle and the second vehicle to turn safely in the shared turnout area and pass straight under certain circumstances.

[0038] Furthermore, the fourth straight rail 800 has a first sliding end 810, which is connected or disconnected with the third straight rail 700 after sliding, the first curved rail 100 has a second sliding end 120, which is connected or disconnected with the first straight rail 500 after sliding, and the fifth straight rail 900 has a third sliding end 910, which is connected with the second straight rail 600 or the first straight rail 500 after sliding.

[0039] In this embodiment, the fourth straight rail 800 has a first sliding end 810. This design allows the fourth straight rail 800 to slide and adjust according to operational needs to achieve connection or disconnection with the third straight rail 700. When the first sliding end 810 slides to connect with the third straight rail 700, it provides a straight passage for vehicle 1 from the fourth straight rail 800. When disconnected, vehicle 1 turns and enters the third curved rail 400. The first curved rail 100 is provided with a second sliding end 120. Through the adjustment of the sliding end, the first curved rail 100 can be selectively connected or disconnected with the first straight rail 500. When connected, the first sliding end 810 is not connected with the second straight rail 600, and vehicle 1 enters the first curved rail 100 on one side and enters the third curved rail 400 on the other side. The fifth straight rail 900 is designed with a third sliding end 910. The fifth sliding end can not only slide to connect with the second straight rail 600, but also realize that vehicle 1 directly connects to the second curved rail 300 from the second straight rail 600 through the sliding end of the fifth straight rail 900. It can also be connected to the first straight rail 500. After the connection, the second sliding end 120 is separated from the first straight rail 500, and the first sliding end 810 is connected to the third straight rail 700. The first vehicle directly enters the fourth straight rail 800 and the fifth straight rail 900 from the first straight rail 500 and the third straight rail 700, and directly goes straight through the straight cutoff groove 140. One side of the second vehicle directly enters the fourth straight rail 800 from the third straight rail 700, and the other side keeps moving forward on the second straight rail 600. This embodiment not only improves the flexibility of the turnout system in vehicle scheduling and track utilization, but also realizes efficient adaptation to different operation scenarios through the dynamic connection function of the sliding end, further improving the overall efficiency and safety of the railway transportation system.

[0040] Further, the second straight rail 600, the fifth straight rail 900, the second curved rail 300, the first curved rail 100, the fourth straight rail 800 and the third curved rail 400 are arranged in sequence.

[0041] In this embodiment, the entire turnout system arranges the various track components in order according to their functions and operation procedures. From one end to the other, they are the second straight track 600, the fifth straight track 900, the second curved track 300, the first curved track 100, the fourth straight track 800 and the third curved track 400. Such a layout design ensures a smooth transition of vehicles between different tracks, while maximizing the use of space and improving the efficiency of track use.

[0042] Furthermore, it also includes:

[0043] The second guard rail 1000 and the third guard rail 1100, the second guard rail 1000 is connected to the first curved rail 100, the third guard rail 1100 is connected to the third curved rail 300, and after connection, a third guide surface 160 is formed, and the second guard rail 1000 and the third guard rail 1100 and the first straight surface 150 are located on both sides of the straight truncation groove 140.

[0044] In this embodiment, the second guard rail 1000 and the third guard rail 1100 and the first straight surface 150 are located on one side of the straight-moving cutoff groove 140. The second guard rail 1000 and the third guard rail 1100 provide additional lateral support and guidance for the first and second vehicles when passing through the straight-moving cutoff groove 140, which helps to maintain the stability and safety of the vehicles when they are moving straight or nearly straight, and prevent the vehicles from deviating from the track.

[0045] Furthermore, it also includes:

[0046] The fourth guard rail 1200 is located between the third curved rail 400 and the fourth straight rail 800, and is used to guide the vehicle to make a turn.

[0047] In this embodiment, the fourth guard rail 1200 is disposed between the third curved rail 400 and the fourth straight rail 800. The selection of this position is intended to provide key lateral support and guidance for the vehicle 2 when it transitions from a straight state to a turning state. By cooperating with the third curved rail 400, the fourth guard rail 1200 ensures a smooth transition of the vehicle 2 before entering the curve, avoiding possible deviation or collision risks.

[0048] Further, after the third sliding end 910 is connected to the second straight rail 600 , the second straight rail 600 is connected to the second curved rail 300 through the third sliding end 910 .

[0049] In this embodiment, the third sliding end 910 of the fifth straight rail 900 is designed to be highly flexible. When it is connected to the second straight rail 600, a new path from straight travel to turning is created for the second vehicle. When the second vehicle travels to a specific position of the second straight rail 600, the third sliding end 910 docks with the second straight rail 600 in a timely manner, allowing the second vehicle to smoothly transition from a straight travel state to a turning path of the second curved rail 300 without indirect conversion through other straight rails or curved rails. This design shortens the travel path, improves driving efficiency, and also reduces potential delays or risks caused by track conversion.

[0050] It should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A track-side common stock rail track turnout, characterized in that: Used for the straight running and turning of the first and second vehicles, the track gauge of the first vehicle is smaller than the track gauge of the second vehicle, comprising: A first curved rail (100), wherein one side of the first curved rail (100) has a first turning surface (110); a first guard rail (200), the first guard rail (200) being arranged on one side of the first curved rail (100) and having a first guide surface (210), the first curved surface (110) and the first guide surface (210) being used for turning of vehicle one, A second curved rail (300), wherein the second curved rail (300) and the first guard rail (200) are respectively located on both sides of the first curved rail (100), the second curved rail (300) has a second turning surface (310) on a side close to the first curved rail (100), and the first curved rail (100) has a second guide surface (130) on a side close to the second curved rail (300), and the second turning surface (310) and the second guide surface (130) are used for turning of vehicle 2.

2. A track-side common stock rail track turnout according to claim 1, characterized in that: Also includes: A third curved track (400), wherein the third curved track (400) has a third turning surface (410), the distance between the third turning surface (410) and the first turning surface (110) being the track gauge of vehicle one, and the distance between the third turning surface (410) and the second turning surface (310) being the track gauge of vehicle two.

3. A track-side common stock rail track turnout according to claim 2, characterized in that: Also includes: A first straight rail (500), a second straight rail (600) and a third straight rail (700), wherein the first straight rail (500), the second straight rail (600) and the third straight rail (700) are arranged in parallel, the distance between the first straight rail (500) and the third straight rail (700) is the track gauge of the first vehicle, and the distance between the second straight rail (600) and the third straight rail (700) is the track gauge of the second vehicle.

4. A track-side common stock rail track turnout according to claim 3, characterized in that: The first curved rail (100) and the second curved rail (300) have a straight truncation groove (140), one side of the straight truncation groove (140) is a first straight surface (150), and the other side is a third guide surface (160); A fourth straight rail (800) and a fifth straight rail (900) are both arranged parallel to the first straight rail (500); the fourth straight rail (800) leads to the first straight surface (150); after the other end of the fourth straight rail (800) is connected to the third straight rail (700), the first curved rail (100) is not connected to the second straight rail (600); the fifth straight rail (900) is connected to the first straight rail (500); the first vehicle and the second vehicle travel in a straight line; the distance between the fourth straight rail (800) and the fifth straight rail (900) is the track gauge of the first vehicle; and the distance between the fourth straight rail (800) and the second straight rail (600) is the track gauge of the second vehicle.

5. A track-side common stock rail track turnout according to claim 4, characterized in that: The fourth straight rail (800) has a first sliding end (810), which is connected to or disconnected from the third straight rail (700) after sliding; the first curved rail (100) has a second sliding end (120), which is connected to or disconnected from the first straight rail (500) after sliding; and the fifth straight rail (900) has a third sliding end (910), which is connected to or disconnected from the second straight rail (600) after sliding.

6. A track-side common stock rail track turnout according to claim 4, characterized in that: Also includes: A second guard rail (1000) and a third guard rail (1100), wherein the second guard rail (1000) is connected to the first curved rail (100), and the third guard rail (1100) is connected to the second curved rail (300), and the third guide surface (160) is formed after the connection, and the second guard rail (1000) and the third guard rail (1100) and the first straight surface (150) are located on both sides of the straight truncation groove (140).

7. A track-side common stock rail track turnout according to claim 4, characterized in that: Also includes: The fourth guard rail (1200) is located between the third curved rail (400) and the fourth straight rail (800), and the fourth guard rail (1200) is used to guide the vehicle to make a turn.

8. A track-side common stock rail track turnout according to claim 5, characterized in that: After the third sliding end (910) is connected to the second straight rail (600), the second straight rail (600) is connected to the second curved rail (300) via the third sliding end (910).

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