Cross crossover turnout of double-track-distance railway casing line

Abstract

The utility model relates to a cross crossover turnout of a double-track-distance railway casing line. The cross crossover turnout comprises a common curved strand track, a common straight strand track and a rhombic cross structure. The shared curved track comprises a first double-track-distance mantle line right-opening turnout and a first double-track-distance mantle line left-opening turnout and is used for double-track-distance straight-strand traffic. The shared straight track comprises a second double-track-distance mantle-line left-opening turnout and a second double-track-distance mantle-line right-opening turnout and is used for double-track-distance straight traffic; a part of the track of the first double-track-distance mantle line right-opening turnout and a part of the track of the second double-track-distance mantle line right-opening turnout extend in the first direction and are in butt joint with the rhombic cross structures correspondingly for double-track-distance side strand traffic. A part of the rail of the second double-rail-distance mantle-line left-opening turnout and a part of the rail of the first double-rail-distance mantle-line left-opening turnout extend in the second direction and are arranged in a butt joint mode with the rhombic cross structure respectively for double-rail-distance side-strand traffic. According to the utility model, trains with different gauges can respectively cross lines in a double-track gauge mantle line turnout line.

Description

Technical Field

[0001] The utility model relates to the technical field of railway turnouts, in particular to a crossover turnout for double-gauge railway tracks. Background Art

[0002] In railway lines, 1435mm track gauge is the standard track gauge designated by the International Railway Association, but in different countries and regions, there are also different types of track gauges such as 1000mm meter gauge, 1067mm meter gauge, and 1676mm wide gauge. In order to meet the needs of trains with different track gauges passing through turnouts, railway lines often choose to set up turnouts. At present, double-gauge turnouts are the most common. Generally, one track in the straight and curved tracks is used as the common track, and the other track is set according to the track gauge on site.

[0003] However, in the prior art, there is no crossover designed for the double-gauge track turnout, which results in that trains with different track gauges cannot cross each other in the railway line of the double-gauge track turnout.

[0004] Therefore, it is necessary to provide a new technical solution to improve one or more problems existing in the above solutions.

[0005] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Utility Model Content

[0006] The utility model aims to provide a crossover turnout for a double-gauge railway track, so as to realize the crossover function of trains with different track gauges in the railway line of the double-gauge track turnout.

[0007] According to the utility model, a crossover turnout for a double-gauge railway track is provided, comprising:

[0008] The shared curved track includes a first double-gauge right-turning turnout and a first double-gauge left-turning turnout, wherein a portion of the track of the first double-gauge right-turning turnout and a portion of the track of the first double-gauge left-turning turnout are butt-jointed and laid along a straight direction for double-gauge straight track traffic;

[0009] The shared straight track includes a second double-gauge left-turnout and a second double-gauge right-turnout, wherein a portion of the track of the second double-gauge left-turnout and a portion of the track of the second double-gauge right-turnout are butt-jointed and laid along a straight direction for double-gauge straight track traffic;

[0010] Diamond crossing structure, partial tracks of the first double gauge turnout with right-hand throw and partial tracks of the second double gauge turnout with right-hand throw extend along a first direction and are respectively arranged in butt joint with the diamond crossing structure for double gauge siding traffic; partial tracks of the second double gauge turnout with left-hand throw and partial tracks of the first double gauge turnout with left-hand throw extend along a second direction and are respectively arranged in butt joint with the diamond crossing structure for double gauge siding traffic;

[0011] Wherein, the first direction, the second direction and the straight direction are arranged at an angle to each other in pairs.

[0012] Preferably, the first double gauge turnout with right-hand throw and the first double gauge turnout with left-hand throw are symmetrically arranged along the straight direction, and both include a first switch and a plurality of first frog groups;

[0013] The first switch includes a common curved stock rail, a wide gauge straight stock rail, a narrow gauge straight stock rail, a common straight switch rail, a wide gauge curved switch rail and a narrow gauge curved switch rail; the wide gauge straight stock rail, the narrow gauge straight stock rail and the common straight switch rail are for double gauge straight track traffic, and the wide gauge curved switch rail, the narrow gauge curved switch rail and the common curved stock rail are for double gauge siding traffic.

[0014] Preferably, the second double gauge turnout with left-hand throw and the second double gauge turnout with right-hand throw are symmetrically arranged along the straight direction, and both include a second switch and a plurality of second frog groups;

[0015] The second switch includes a common straight stock rail, a wide gauge curved stock rail, a narrow gauge curved stock rail, a common curved switch rail, a wide gauge straight switch rail and a narrow gauge straight switch rail; the wide gauge straight switch rail, the narrow gauge straight switch rail and the common straight stock rail are for double gauge straight track traffic, and the wide gauge curved stock rail, the narrow gauge curved stock rail and the common curved switch rail are for double gauge siding traffic.

[0016] Preferably, the diamond crossing structure includes three obtuse angle frogs and two acute angle frog groups. The three obtuse angle frogs are arranged along a third direction, and the third direction is perpendicular to the straight direction;

[0017] The two acute angle frog groups are symmetrically arranged along the straight direction, and each acute angle frog group includes a first acute angle frog group, a second acute angle frog group and a third acute angle frog group arranged along the straight direction.

[0018] Preferably, the three obtuse switches include a third obtuse switch, a fourth obtuse switch, and a fifth obtuse switch. The third obtuse switch is arranged at the intersection of the wide gauge curved track of the shared curved track and the wide gauge curved track of the shared straight track. The fourth obtuse switch is arranged at the intersection of the narrow gauge curved track of the shared curved track and the narrow gauge curved track of the shared straight track. The fifth obtuse switch is arranged at the intersection of the common curved track of the shared curved track and the common curved track of the shared straight track.

[0019] Preferably, the first acute switch group includes a fifth acute switch, a first guard rail, a second guard rail, and a third guard rail. The fifth acute switch is arranged at the intersection of the common curved track of the shared curved track and the wide gauge curved track of the shared straight track. The first guard rail is arranged on the side of the wide gauge curved track of the shared curved track. The second guard rail is arranged on the side of the narrow gauge curved track of the shared curved track. The third guard rail is arranged on the side of the common curved track of the shared straight track.

[0020] Preferably, the second acute switch group includes a sixth acute switch, a fourth guard rail, a fifth guard rail, and a sixth guard rail. The sixth acute switch is arranged at the intersection of the common curved track of the shared curved track and the narrow gauge curved track of the shared straight track. The fourth guard rail is arranged on the side of the wide gauge curved track of the shared curved track. The fifth guard rail is arranged on the side of the narrow gauge curved track of the shared curved track. The sixth guard rail is arranged on the side of the common curved track of the shared straight track.

[0021] Preferably, the third acute switch group includes a seventh acute switch, a seventh guard rail, and an eighth guard rail. The seventh acute switch is arranged at the intersection of the narrow gauge curved track of the shared curved track and the wide gauge curved track of the shared straight track. The seventh guard rail is arranged on the side of the common curved track of the shared curved track. The eighth guard rail is arranged on the side of the common curved track of the shared straight track.

[0022] Preferably, the multiple first switch groups include a first acute switch, a second acute switch, and a first obtuse switch. The first acute switch is arranged at the intersection of the wide gauge curved track and the narrow gauge straight track of the shared curved track. The second acute switch is arranged at the intersection of the common straight track and the narrow gauge curved track of the shared curved track. The first obtuse switch is arranged at the intersection of the common straight track and the wide gauge curved track of the shared curved track.

[0023] Preferably, the multiple second switch groups include a third acute switch, a fourth acute switch, and a second obtuse switch. The third acute switch is arranged at the intersection of the wide gauge straight track and the narrow gauge curved track of the shared straight track. The fourth acute switch is arranged at the intersection of the narrow gauge straight track and the common curved track of the shared straight track. The second obtuse switch is arranged at the intersection of the wide gauge straight track and the common curved track of the shared straight track.

[0024] The technical solution provided by the present utility model may include the following beneficial effects:

[0025] In the present utility model, through the above-mentioned crossover turnout of the double gauge railway connection line, on the one hand, by designing the common curved track into the first double gauge connection line right-opening turnout and the first double gauge connection line left-opening turnout, it is used to enable trains with different gauges to pass along the straight direction; by designing the common straight track into the second double gauge connection line left-opening turnout and the second double gauge connection line right-opening turnout, it is used to enable trains with different gauges to pass along the straight direction; on the other hand, by setting a diamond crossing structure that is cross-connected with the common curved track and the common straight track, different gauge trains can cross-line travel between the common curved track and the common straight track along a non-straight direction, that is, cross-line travel from the first double gauge connection line right-opening turnout to the second double gauge connection line right-opening turnout along the first direction via the diamond crossing structure, or cross-line travel from the second double gauge connection line left-opening turnout to the first double gauge connection line left-opening turnout along the second direction via the diamond crossing structure. The above realizes the cross-line function of different gauge trains in the railway line of the double gauge connection line turnout by designing the common curved track, the common straight track and the diamond crossing structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure. Obviously, the accompanying drawings in the following description are only some embodiments of the present disclosure, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.

[0027] Figure 1 A simplified plan view showing the crossover turnout of the double gauge railway connection line in an embodiment of the present utility model;

[0028] Figure 2 A plan view showing the planar structure of the crossover turnout of the double gauge railway connection line in an embodiment of the present utility model;

[0029] Figure 3 A plan view showing the planar structure of the first double gauge connection line right-opening turnout in an embodiment of the present utility model;

[0030] Figure 4 A plan view showing the planar structure of the second double gauge connection line left-opening turnout in an embodiment of the present utility model;

[0031] Figure 5 A plan view showing the planar structure of the diamond crossing structure in an embodiment of the present utility model.

[0032] REFERENCE NUMERALS

[0033] 100, Shared curved stock rail; 110, First double gauge nested track right - hand turnout; 120, First double gauge nested track left - hand turnout; 101, Shared curved basic rail; 102, Wide - gauge straight basic rail; 103, Narrow - gauge straight basic rail; 104, Shared straight switch rail; 105, Wide - gauge curved switch rail; 106, Narrow - gauge curved switch rail; 111, First acute angle frog; 112, First narrow - gauge straight - through guard rail; 113, First wide - gauge lateral guard rail; 121, Second acute angle frog; 122, First wide - gauge straight - through guard rail; 123, Second narrow - gauge straight - through guard rail; 124, First narrow - gauge lateral guard rail; 131, First obtuse angle frog; 132, Second wide - gauge straight - through guard rail; 133, Third narrow - gauge straight - through guard rail; 134, Second wide - gauge lateral guard rail;

[0034] 1071, First wide - gauge curved stock; 1072, First narrow - gauge curved stock; 1073, First common curved stock; 1081, First wide - gauge straight stock; 1082, First narrow - gauge straight stock; 1083, First common straight stock;

[0035] 200, Shared straight stock rail; 210, Second double gauge nested track left - hand turnout; 220, Second double gauge nested track right - hand turnout; 201, Shared straight basic rail; 202, Wide - gauge curved basic rail; 203, Narrow - gauge curved basic rail; 204, Shared curved switch rail; 205, Wide - gauge straight switch rail; 206, Narrow - gauge straight switch rail; 211, Third acute angle frog; 212, Second narrow - gauge lateral guard rail; 213, Third wide - gauge straight - through guard rail; 221, Fourth acute angle frog; 222, Third wide - gauge lateral guard rail; 223, Third narrow - gauge lateral guard rail; 224, Fourth narrow - gauge straight - through guard rail; 231, Second obtuse angle frog; 232, Fourth wide - gauge lateral guard rail; 233, Fourth narrow - gauge lateral guard rail; 234, Fourth wide - gauge straight - through guard rail;

[0036] 2071, Second wide - gauge curved stock; 2072, Second narrow - gauge curved stock; 2073, Second common curved stock; 2081, Second wide - gauge straight stock; 2082, Second narrow - gauge straight stock; 2083, Second common straight stock;

[0037] 300, Diamond crossing structure; 310, First acute angle frog group; 311, Fifth acute angle frog; 312, First guard rail; 313, Second guard rail; 314, Third guard rail; 320, Second acute angle frog group; 321, Sixth acute angle frog; 322, Fourth guard rail; 323, Fifth guard rail; 324, Sixth guard rail; 330, Third acute angle frog group; 331, Seventh acute angle frog; 332, Seventh guard rail; 333, Eighth guard rail; 340, Third obtuse angle frog; 350, Fourth obtuse angle frog; 360, Fifth obtuse angle frog; S1, Cross - over area. Detailed implementation mode

[0038] Example embodiments will now be described more fully with reference to the accompanying drawings. However, the example embodiments can be implemented in various forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this utility model will be more complete and comprehensive, and will fully convey the concept of the example embodiments to those skilled in the art. The features, structures, or characteristics described may be combined in any suitable manner in one or more embodiments.

[0039] In addition, the accompanying drawings are only schematic illustrations of the embodiments of this utility model and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus repeated descriptions thereof will be omitted. Some of the block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0040] A crossover turnout for a double - gauge railway turnout is provided in this example embodiment. Referring to Figure 1 as shown, the crossover turnout for the double - gauge railway turnout includes a common curved - track 100, a common straight - track 200, and a diamond crossover structure 300. Among them, a crossover area S1 is formed between the common curved - track 100 and the common straight - track 200, and the diamond crossover structure 300 is located within the crossover area S1 to be docked with the common curved - track 100 and the common straight - track 200. Specifically, the common curved - track 100 includes a first double - gauge turnout right - hand open switch 110 and a first double - gauge turnout left - hand open switch 120. Part of the tracks of the first double - gauge turnout right - hand open switch 110 and part of the tracks of the first double - gauge turnout left - hand open switch 120 are arranged in butt - joint along the straight - running direction for double - gauge straight - track traffic; the common straight - track 200 includes a second double - gauge turnout left - hand open switch 210 and a second double - gauge turnout right - hand open switch 220. Part of the tracks of the second double - gauge turnout left - hand open switch 210 and part of the tracks of the second double - gauge turnout right - hand open switch 220 are arranged in butt - joint along the straight - running direction for double - gauge straight - track traffic; at least part of the tracks of the first double - gauge turnout right - hand open switch 110 and at least part of the tracks of the second double - gauge turnout right - hand open switch 220 extend along a first direction and are respectively docked with the diamond crossover structure 300 for double - gauge side - track traffic; at least part of the tracks of the second double - gauge turnout left - hand open switch 210 and at least part of the tracks of the first double - gauge turnout left - hand open switch 120 extend along a second direction and are respectively docked with the diamond crossover structure 300 for double - gauge side - track traffic.

[0041] Among them, the first double - gauge turnout on the right of the double - gauge turnout set 110 crosses over to the second double - gauge turnout on the right of the double - gauge turnout set 220 through a partial diamond crossing structure 300 extending in the first direction located in the crossover area S1; the second double - gauge turnout on the left of the double - gauge turnout set 210 crosses over to the first double - gauge turnout on the left of the double - gauge turnout set 120 through a partial diamond crossing structure 300 extending in the second direction located in the crossover area S1.

[0042] Among them, the first direction, the second direction, and the straight - ahead direction are pairwise set at an included angle, the third direction is perpendicular to the straight - ahead direction, and the straight - ahead direction refers to Figure 1 the direction indicated by the arrow ab in Figure 1 the direction indicated by the arrow cd in Figure 1 the direction indicated by the arrow ef in Figure 1 the direction indicated by the arrow gh in

[0043] In an embodiment of the present disclosure, on the one hand, by designing the common curved - rail track 100 into the first double - gauge turnout on the right of the double - gauge turnout set 110 and the first double - gauge turnout on the left of the double - gauge turnout set 120, it is used to enable trains with different gauges to travel along the straight - ahead direction; by designing the common straight - rail track 200 into the second double - gauge turnout on the left of the double - gauge turnout set 210 and the second double - gauge turnout on the right of the double - gauge turnout set 220, it is used to enable trains with different gauges to travel along the straight - ahead direction; on the other hand, by setting a diamond crossing structure 300 that is cross - connected with the common curved - rail track 100 and the common straight - rail track 200 through a crossover, trains with different gauges can cross - travel between the common curved - rail track 100 and the common straight - rail track 200 along a non - straight - ahead direction, that is, cross - travel from the first double - gauge turnout on the right of the double - gauge turnout set 110 to the second double - gauge turnout on the right of the double - gauge turnout set 220 along the first direction via the diamond crossing structure 300, or cross - travel from the second double - gauge turnout on the left of the double - gauge turnout set 210 to the first double - gauge turnout on the left of the double - gauge turnout set 120 along the second direction via the diamond crossing structure 300. The above realizes the cross - travel function of trains with different gauges in the railway line of the double - gauge turnout set by designing the common curved - rail track 100, the common straight - rail track 200, and the diamond crossing structure 300.

[0044] Next, reference will be made to Figures 1 to 5 to describe each part of the crossover turnout of the above double - gauge railway turnout set in the exemplary embodiment in more detail.

[0045] In one embodiment, the first double - gauge turnout on the right of the double - gauge turnout set 110 and the first double - gauge turnout on the left of the double - gauge turnout set 120 are symmetrically arranged along the straight - ahead direction, and their structures are the same. Both the first double - gauge turnout on the right of the double - gauge turnout set 110 and the first double - gauge turnout on the left of the double - gauge turnout set 120 include a first switch and a plurality of first frog groups. The plurality of first frog groups are arranged at intervals along the straight - ahead direction. Specifically, three first frog groups can be provided. Among them, referenceFigure 2 and Figure 3 As shown in Figure 3 , the first switch includes a common curved stock rail 101, a wide gauge straight stock rail 102, a narrow gauge straight stock rail 103, a common straight switch rail 104, a wide gauge curved switch rail 105, and a narrow gauge curved switch rail 106; the wide gauge straight stock rail 102, the narrow gauge straight stock rail 103, and the common straight switch rail 104 are for double gauge straight track traffic, and the wide gauge curved switch rail 105, the narrow gauge curved switch rail 106, and the common curved stock rail 101 are for double gauge side track traffic.

[0046] Specifically, referring to Figure 2 and Figure 3 As shown in Figure 3 , the wide gauge straight stock rail 102 and the narrow gauge straight stock rail 103 extend along the straight direction, and the two are arranged at intervals along the third direction, and the third direction is perpendicular to the straight direction, referring to the direction indicated by the arrow gh in Figure 1 ; the wide gauge curved switch rail 105 extends from the wide gauge straight stock rail 102 to the diamond crossing structure 300, and the narrow gauge curved switch rail 106 extends from the narrow gauge straight stock rail 103 to the diamond crossing structure 300. A part of the common curved stock rail 101 extends along the straight direction, and another part of the rail section bends and extends towards the diamond crossing structure 300, and the narrow gauge curved switch rail 106 is located between the common curved stock rail 101 and the wide gauge curved switch rail 105, that is, the common curved stock rail 101 cooperates with the narrow gauge curved switch rail 106 for narrow gauge side track traffic, and the common curved stock rail 101 cooperates with the wide gauge curved switch rail 105 for wide gauge side track traffic. The common straight switch rail 104 extends along the straight direction, and one end away from the diamond crossing structure 300 is close to the straight rail section of the common curved stock rail 101; along the third direction, the narrow gauge straight stock rail 103 is located between the common straight switch rail 104 and the wide gauge straight stock rail 102, that is, the common straight switch rail 104 cooperates with the narrow gauge straight stock rail 103 for narrow gauge straight track traffic, and the common straight switch rail 104 cooperates with the wide gauge straight stock rail 102 for wide gauge straight track traffic.

[0047] Optionally, along the third direction, the gauge between the wide gauge straight stock rail 102 and the common straight switch rail 104 can be set to 1676 mm or 1435 mm, and the gauge between the narrow gauge straight stock rail 103 and the common straight switch rail 104 can be set to 1000 mm or 1067 mm.

[0048] Optionally, the gauge between the wide gauge curved switch rail 105 and the common curved stock rail 101 can be set to 1676 mm or 1435 mm, and the gauge between the narrow gauge curved switch rail 106 and the common curved stock rail 101 can be set to 1000 mm or 1067 mm.

[0049] ​​It should also be noted that the shared curved stock rail 100 in this embodiment is further provided with a first wide-gauge curved stock 1071, a first narrow-gauge curved stock 1072, a first common curved stock 1073, a first wide-gauge straight stock 1081, a first narrow-gauge straight stock 1082, and a first common straight stock 1083.

[0050] Among them, the first wide-gauge curved stock 1071 can be composed of multiple sections of rail bodies spliced together, and the first wide-gauge curved stock 1071 can be used to connect the wide-gauge curved switch rails 105 of the first double-gauge turnout right switch 110 and the wide-gauge curved switch rails 105 of the first double-gauge turnout left switch 120; the first narrow-gauge curved stock 1072 can be composed of multiple sections of rail bodies spliced together, and the first narrow-gauge curved stock 1072 can be used to connect the narrow-gauge curved switch rails 106 of the first double-gauge turnout right switch 110 and the narrow-gauge curved switch rails 106 of the first double-gauge turnout left switch 120; the first common curved stock 1073 can be composed of multiple sections of rail bodies spliced together, and the first common curved stock 1073 can be used to connect the common curved base rails 101 of the first double-gauge turnout right switch 110 and the common curved base rails 101 of the first double-gauge turnout left switch 120 to realize the passage of double-gauge side tracks. And the above-mentioned rail bodies can be connected and welded by conventional means in the art to ensure the smooth running of the vehicle body, and this embodiment does not limit this.

[0051] Among them, the first wide-gauge straight stock 1081 can be composed of multiple sections of rail bodies spliced together, and the first wide-gauge straight stock 1081 can be used to connect the wide-gauge straight base rails 102 of the first double-gauge turnout right switch 110 and the wide-gauge straight base rails 102 of the first double-gauge turnout left switch 120; the first narrow-gauge straight stock 1082 can be composed of multiple sections of rail bodies spliced together, and the first narrow-gauge straight stock 1082 can be used to connect the narrow-gauge straight base rails 103 of the first double-gauge turnout right switch 110 and the narrow-gauge straight base rails 103 of the first double-gauge turnout left switch 120; the first common straight stock 1083 can be composed of multiple sections of rail bodies spliced together, and the first common straight stock 1083 can be used to connect the common straight switch rails 104 of the first double-gauge turnout right switch 110 and the common straight switch rails 104 of the first double-gauge turnout left switch 120 to realize the passage of double-gauge straight tracks. And the above-mentioned rail bodies can be connected and welded by conventional means in the art to ensure the smooth running of the vehicle body, and this embodiment does not limit this.

[0052] The double - gauge straight - through train scenario in this embodiment includes a narrow - gauge straight - through train scenario and a wide - gauge straight - through train scenario. When the common straight switch rail 104 is closed with the common curved stock rail 101 and the narrow - gauge curved switch rail 106 is opened, the narrow - gauge straight - through train scenario is realized, that is, a train with a gauge such as 1000 mm or 1067 mm can travel from the right - hand turnout 110 of the first double - gauge turnout line along the straight direction to the left - hand turnout 120 of the first double - gauge turnout line; when the common straight switch rail 104 is closed with the common curved stock rail 101 and the wide - gauge curved switch rail 105 is opened, the wide - gauge straight - through train scenario is realized, that is, a train with a gauge such as 1435 mm or 1676 mm can travel from the right - hand turnout 110 of the first double - gauge turnout line along the straight direction to the left - hand turnout 120 of the first double - gauge turnout line.

[0053] It should be noted that the measures taken for the track under the above - mentioned various train - passing scenarios need to be implemented for both the right - hand turnout 110 of the first double - gauge turnout line and the left - hand turnout 120 of the first double - gauge turnout line in order to realize the travel from the right - hand turnout 110 of the first double - gauge turnout line along the straight direction to the left - hand turnout 120 of the first double - gauge turnout line.

[0054] Furthermore, referring to Figure 2 and Figure 3 as shown, the three first frog groups include the first acute - angle frog 111, the second acute - angle frog 121, and the first obtuse - angle frog 131. The first acute - angle frog 111 is arranged at the intersection of the first wide - gauge curved rail 1071 and the first narrow - gauge straight rail 1082, the second acute - angle frog 121 is arranged at the intersection of the first common straight rail 1083 and the first narrow - gauge curved rail 1072, and the first obtuse - angle frog 131 is arranged at the intersection of the first common straight rail 1083 and the first wide - gauge curved rail 1071.

[0055] The above - arranged first acute - angle frog 111, second acute - angle frog 121, and first obtuse - angle frog 131 ensure the smooth passage of narrow - gauge trains at the rail - section intersections in the narrow - gauge straight - through train scenario; the above - arranged second acute - angle frog 121 and first obtuse - angle frog 131 ensure the smooth passage of wide - gauge trains at the rail - section intersections in the wide - gauge straight - through train scenario.

[0056] Optionally, in the right - hand turnout 110 of the first double - gauge turnout line and the left - hand turnout 120 of the first double - gauge turnout line, both are also provided with a first narrow - gauge straight guard rail 112 and a first wide - gauge lateral guard rail 113 that cooperate with the first acute - angle frog 111. Among them, referring to Figure 2 and Figure 3As shown, the first narrow gauge straight guard rail 112 is arranged close to the first acute angle frog 111 and is disposed beside the rail section of the first common straight track 1083, so as to ensure the safe passage of the train through the first acute angle frog 111 in the narrow gauge straight track traffic scenario. The first wide gauge lateral guard rail 113 is arranged close to the first acute angle frog 111 and is disposed beside the rail section of the common curved track of the common curved track, so as to ensure the safe passage of the train through the first acute angle frog 111 in the wide gauge lateral track traffic scenario.

[0057] Optionally, in the first double gauge turnout right open switch 110 and the first double gauge turnout left open switch 120, both are also provided with a first wide gauge straight guard rail 122, a second narrow gauge straight guard rail 123 and a first narrow gauge lateral guard rail 124 that cooperate with the second acute angle frog 121. Among them, referring to Figure 2 and Figure 3 As shown, the first wide gauge straight guard rail 122 is arranged close to the second acute angle frog 121 and is disposed beside the rail section of the first wide gauge straight track 1081, so as to ensure the safe passage of the train through the second acute angle frog 121 in the wide gauge straight track traffic scenario. The second narrow gauge straight guard rail 123 is arranged close to the second acute angle frog 121 and is disposed beside the rail section of the first narrow gauge straight track 1082, so as to ensure the safe passage of the train through the second acute angle frog 121 in the narrow gauge straight track traffic scenario. The first narrow gauge lateral guard rail 124 is arranged close to the second acute angle frog 121 and is disposed beside the rail section of the first common curved track 1073, so as to ensure the safe passage of the train through the second acute angle frog 121 in the narrow gauge lateral track traffic scenario.

[0058] Optionally, in the first double gauge turnout right open switch 110 and the first double gauge turnout left open switch 120, both are also provided with a second wide gauge straight guard rail 132, a third narrow gauge straight guard rail 133 and a second wide gauge lateral guard rail 134 that cooperate with the first obtuse angle frog 131. Among them, referring to Figure 2 and Figure 3 As shown, the second wide gauge straight guard rail 132 is arranged close to the first obtuse angle frog 131 and is disposed beside the rail section of the first wide gauge straight track 1081, so as to ensure the safe passage of the train through the first obtuse angle frog 131 in the wide gauge straight track traffic scenario. The third narrow gauge straight guard rail 133 is arranged close to the first obtuse angle frog 131 and is disposed beside the rail section of the first narrow gauge straight track 1082, so as to ensure the safe passage of the train through the first obtuse angle frog 131 in the narrow gauge straight track traffic scenario. The second wide gauge lateral guard rail 134 is arranged close to the first obtuse angle frog 131 and is disposed beside the rail section of the first common curved track 1073, so as to ensure the safe passage of the train through the first obtuse angle frog 131 in the wide gauge lateral track traffic scenario.

[0059] In one embodiment, the second double - gauge left - hand turnout 210 and the second double - gauge right - hand turnout 220 of the double - gauge trailing line are symmetrically arranged along the straight - ahead direction, and they have the same structure. Both the second double - gauge left - hand turnout 210 and the second double - gauge right - hand turnout 220 include a second switch and a plurality of second frog groups. The plurality of second frog groups are arranged at intervals along the straight - ahead direction. Specifically, three second frog groups may be provided. Among them, referring to Figure 2 and Figure 4 as shown, the second switch includes a common straight stock rail 201, a wide - gauge curved stock rail 202, a narrow - gauge curved stock rail 203, a common curved switch rail 204, a wide - gauge straight switch rail 205, and a narrow - gauge straight switch rail 206. The wide - gauge straight switch rail 205, the narrow - gauge straight switch rail 206, and the common straight stock rail 201 cooperate to allow double - gauge straight - through trains to pass. The wide - gauge curved stock rail 202, the narrow - gauge curved stock rail 203, and the common curved switch rail 204 cooperate to allow double - gauge side - track trains to pass.

[0060] Specifically, referring to Figure 2 and Figure 4 as shown, the common straight stock rail 201 extends along the straight - ahead direction. Both the wide - gauge curved stock rail 202 and the narrow - gauge curved stock rail 203 have a part of the rail section extending along the straight - ahead direction and another part of the rail section bending and extending towards the diamond crossing structure 300. Both the wide - gauge straight switch rail 205 and the narrow - gauge straight switch rail 206 extend along the straight - ahead direction. The ends of the wide - gauge straight switch rail 205 and the narrow - gauge straight switch rail 206 facing away from the diamond crossing structure 300 are respectively close to the straight rail sections of the wide - gauge curved stock rail 202 and the narrow - gauge curved stock rail 203. And along the third direction, the narrow - gauge straight switch rail 206 is located between the common straight stock rail 201 and the wide - gauge straight switch rail 205, that is, the common straight stock rail 201 and the narrow - gauge straight switch rail 206 cooperate to allow narrow - gauge straight - through trains to pass, and the common straight stock rail 201 and the wide - gauge straight switch rail 205 cooperate to allow wide - gauge straight - through trains to pass. The common curved switch rail 204 extends from the common straight stock rail 201 towards the diamond crossing structure 300. And along the third direction, the narrow - gauge curved stock rail 203 is located between the common curved switch rail 204 and the wide - gauge curved stock rail 202, that is, the common curved switch rail 204 and the narrow - gauge curved stock rail 203 cooperate to allow narrow - gauge side - track trains to pass, and the common curved switch rail 204 and the wide - gauge curved stock rail 202 cooperate to allow wide - gauge side - track trains to pass.

[0061] Optionally, along the third direction, the gauge between the wide - gauge straight switch rail 205 and the common straight stock rail 201 can be set to 1676 mm or 1435 mm, and the gauge between the narrow - gauge straight switch rail 206 and the common straight stock rail 201 can be set to 1000 mm or 1067 mm.

[0062] Optionally, the gauge between the wide-gauge curved stock rail 202 and the common curved switch rail 204 can be set to 1676 mm or 1435 mm, and the gauge between the narrow-gauge curved stock rail 203 and the common curved switch rail 204 can be set to 1000 mm or 1067 mm.

[0063] It should also be noted that the common straight track 200 in this embodiment is further provided with a second wide-gauge curved track 2071, a second narrow-gauge curved track 2072, a second common curved track 2073, a second wide-gauge straight track 2081, a second narrow-gauge straight track 2082, and a second common straight track 2083.

[0064] Among them, the second wide-gauge curved track 2071 can be composed of multiple sections of rail bodies spliced together, and the second wide-gauge curved track 2071 can be used to connect the wide-gauge curved stock rail 202 of the second double-gauge turnout left switch 210 and the wide-gauge curved stock rail 202 of the second double-gauge turnout right switch 220; the second narrow-gauge curved track 2072 can be composed of multiple sections of rail bodies spliced together, and the second narrow-gauge curved track 2072 can be used to connect the narrow-gauge curved stock rail 203 of the second double-gauge turnout left switch 210 and the narrow-gauge curved stock rail 203 of the second double-gauge turnout right switch 220; the second common curved track 2073 can be composed of multiple sections of rail bodies spliced together, and the second common curved track 2073 can be used to connect the common curved switch rail 204 of the second double-gauge turnout left switch 210 and the common curved switch rail 204 of the second double-gauge turnout right switch 220 to realize the through traffic of the double-gauge side track. And the above-mentioned rail bodies can be connected and welded by conventional means in the art to ensure the smooth running of the vehicle body, and this embodiment does not limit this.

[0065] Among them, the second wide-gauge straight track 2081 can be composed of multiple sections of rail bodies spliced together, and the second wide-gauge straight track 2081 can be used to connect the wide-gauge straight switch rail 205 of the second double-gauge turnout left switch 210 and the wide-gauge straight switch rail 205 of the second double-gauge turnout right switch 220; the second narrow-gauge straight track 2082 can be composed of multiple sections of rail bodies spliced together, and the second narrow-gauge straight track 2082 can be used to connect the narrow-gauge straight switch rail 206 of the second double-gauge turnout left switch 210 and the narrow-gauge straight switch rail 206 of the second double-gauge turnout right switch 220; the second common straight track 2083 can be composed of multiple sections of rail bodies spliced together, and the second narrow-gauge straight track 2082 can be used to connect the common straight stock rail 201 of the second double-gauge turnout left switch 210 and the common straight stock rail 201 of the second double-gauge turnout right switch 220 to realize the through traffic of the double-gauge straight track. And the above-mentioned rail bodies can be connected and welded by conventional means in the art to ensure the smooth running of the vehicle body, and this embodiment does not limit this.

[0066] The double - gauge straight - through train scenario in this embodiment includes a narrow - gauge straight - through train scenario and a wide - gauge straight - through train scenario. When the common curved switch rail 204 is opened and the narrow - gauge straight switch rail 206 is closed with the narrow - gauge curved stock rail 203, the narrow - gauge straight - through train scenario is realized, that is, a train with a gauge such as 1000 mm or 1067 mm can travel from the left - hand turnout 210 of the second double - gauge siding along the straight direction to the right - hand turnout 220 of the second double - gauge siding; when the common curved switch rail 204 is opened and the wide - gauge straight switch rail 205 is closed with the wide - gauge curved stock rail 202, the wide - gauge straight - through train scenario is realized, that is, a train with a gauge such as 1676 mm can travel from the left - hand turnout 210 of the second double - gauge siding along the straight direction to the right - hand turnout 220 of the second double - gauge siding.

[0067] It should be noted that the measures taken for the track under the above various train - passing scenarios need to be implemented for both the left - hand turnout 210 of the second double - gauge siding and the right - hand turnout 220 of the second double - gauge siding to realize the travel from the left - hand turnout 210 of the second double - gauge siding along the straight direction to the right - hand turnout 220 of the second double - gauge siding.

[0068] Further, as shown in Figure 2 and Figure 4 The three second frog groups include a third acute frog 211, a fourth acute frog 221, and a second obtuse frog 231. The third acute frog 211 is arranged at the intersection of the second wide - gauge straight track 2081 and the second narrow - gauge curved track 2072, the fourth acute frog 221 is arranged at the intersection of the second narrow - gauge straight track 2082 and the second common curved track 2073, and the second obtuse frog 231 is arranged at the intersection of the second wide - gauge straight track 2081 and the second common curved track 2073.

[0069] The above - arranged fourth acute frog 221 ensures the smooth passage of narrow - gauge trains at the track intersection in the narrow - gauge straight - through train scenario; the above - arranged third acute frog 211 and second obtuse frog 231 ensure the smooth passage of wide - gauge trains at the track intersection in the wide - gauge straight - through train scenario.

[0070] Optionally, in the left - hand turnout 210 of the second double - gauge siding and the right - hand turnout 220 of the second double - gauge siding, both are also provided with a second narrow - gauge lateral guard rail 212 and a third wide - gauge straight guard rail 213 that cooperate with the third acute frog 211. Among them, as shown in Figure 2 and Figure 4As shown, the second narrow gauge lateral guard rail 212 is arranged close to the third acute angle frog 211 and is disposed beside the rail section of the second common curved stock 2073; to ensure the safe passage of the train through the third acute angle frog 211 in the narrow gauge side stock passing scenario. The third wide gauge straight guard rail 213 is arranged for the third acute angle frog 211 and is disposed beside the rail section of the second common straight stock 2083; to ensure the safe passage of the train through the third acute angle frog 211 in the wide gauge straight stock passing scenario.

[0071] Optionally, in the left turnout 210 of the second double gauge turnout line and the right turnout 220 of the second double gauge turnout line, both are further provided with a third wide gauge lateral guard rail 222, a third narrow gauge lateral guard rail 223, and a fourth narrow gauge straight guard rail 224 that cooperate with the fourth acute angle frog 221. Among them, referring to Figure 2 and Figure 4 As shown, the third wide gauge lateral guard rail 222 is arranged close to the fourth acute angle frog 221 and is disposed beside the rail section of the second wide gauge curved stock 2071; to ensure the safe passage of the train through the fourth acute angle frog 221 in the wide gauge side stock passing scenario. The third narrow gauge lateral guard rail 223 is arranged close to the fourth acute angle frog 221 and is disposed beside the rail section of the second narrow gauge curved stock 2072; to ensure the safe passage of the train through the fourth acute angle frog 221 in the narrow gauge side stock passing scenario. The fourth narrow gauge straight guard rail 224 is arranged close to the fourth acute angle frog 221 and is disposed beside the rail section of the second common straight stock 2083; to ensure the safe passage of the train through the fourth acute angle frog 221 in the narrow gauge straight stock passing scenario.

[0072] Optionally, in the left turnout 210 of the second double gauge turnout line and the right turnout 220 of the second double gauge turnout line, both are further provided with a fourth wide gauge lateral guard rail 232, a fourth narrow gauge lateral guard rail 233, and a fourth wide gauge straight guard rail 234 that cooperate with the second obtuse angle frog 231. Among them, referring to Figure 2 and Figure 4 As shown, the fourth wide gauge lateral guard rail 232 is arranged close to the second obtuse angle frog 231 and is disposed beside the rail section of the second wide gauge curved stock 2071; to ensure the safe passage of the train through the second obtuse angle frog 231 in the wide gauge side stock passing scenario. The fourth narrow gauge lateral guard rail 233 is arranged close to the second obtuse angle frog 231 and is disposed beside the rail section of the second narrow gauge curved stock 2072; to ensure the safe passage of the train through the second obtuse angle frog 231 in the narrow gauge side stock passing scenario. The fourth wide gauge straight guard rail 234 is arranged close to the second obtuse angle frog 231 and is disposed beside the rail section of the second common straight stock 2083; to ensure the safe passage of the train through the second obtuse angle frog 231 in the wide gauge straight stock passing scenario.

[0073] In one embodiment, referring to Figures 2 to 5As shown in the figure, the diamond crossing structure 300 includes three obtuse angle switches and two acute angle switch groups. The three obtuse angle switches are arranged in sequence along the third direction, and the third direction is perpendicular to the straight running direction;

[0074] Among them, the two acute angle switch groups are symmetrically arranged along the straight running direction, and each acute angle switch group includes a first acute angle switch group 310, a second acute angle switch group 320, and a third acute angle switch group 330 that are arranged at intervals along the straight running direction.

[0075] By reasonably arranging the three obtuse angle switches and the two acute angle switch groups as described above, it is ensured that the train can safely pass through the track at the center intersection of the shared curved rail 100 and the shared straight rail 200 during the cross-line driving process, meeting the requirements of the double gauge side track traffic scenario.

[0076] It should be noted that, as shown in the reference Figures 2 to 5 In the figure, the long diagonal direction of the diamond crossing structure 300 in this embodiment can be set parallel to the straight running direction, and the short diagonal direction of the diamond crossing structure 300 can be set perpendicular to the straight running direction. Such a setting can make more reasonable use of the site space and reduce the floor area.

[0077] For example, the first acute angle switch group 310 is arranged near the intersection of the first common curved rail 1073 of the shared curved rail 100 and the second wide gauge curved rail 2071 of the shared straight rail 200, the second acute angle switch group 320 is arranged near the intersection of the first common curved rail 1073 of the shared curved rail 100 and the second narrow gauge curved rail 2072 of the shared straight rail 200, and the third acute angle switch group 330 is arranged near the intersection of the first narrow gauge curved rail 1072 of the shared curved rail 100 and the second wide gauge curved rail 2071 of the shared straight rail 200.

[0078] It should be noted that the double gauge side track traffic scenario in this embodiment includes a wide gauge side track traffic scenario and a narrow gauge side track traffic scenario. The implementation methods of the wide gauge side track traffic scenario and the narrow gauge side track traffic scenario are as follows:

[0079] When the narrow gauge curve switch rail 106 of the first double gauge turnout right open switch 110 is closed with the narrow gauge straight stock rail 103 and the common straight switch rail 104 is opened, and at the same time the common curve switch rail 204 of the second double gauge turnout right open switch 220 is closed with the common straight stock rail 201 and the narrow gauge straight switch rail 206 is opened, the narrow gauge side track traffic scenario is realized, that is, a train with a gauge such as 1000 mm or 1067 mm can cross the line from the first double gauge turnout right open switch 110 along the first direction to the second double gauge turnout right open switch 220;

[0080] When the wide gauge curved switch rail 105 of the first double gauge turnout on the right 110 closes with the wide gauge straight stock rail 102 and the common straight switch rail 104 opens, and at the same time the common curved switch rail 204 of the second double gauge turnout on the right 220 closes with the common straight stock rail 201 and the wide gauge straight switch rail 205 opens, a wide gauge siding passing scenario is achieved, that is, a train with a gauge of, for example, 1676 mm can travel across the line from the first double gauge turnout on the right 110 in the first direction to the second double gauge turnout on the right 220;

[0081] When the common curved switch rail 204 of the second double gauge turnout on the left 210 closes with the common straight stock rail 201 and the narrow gauge straight switch rail 206 opens, and at the same time the narrow gauge curved switch rail 106 of the first double gauge turnout on the left 120 closes with the narrow gauge straight stock rail 103 and the common straight switch rail 104 opens, a narrow gauge siding passing scenario is achieved, that is, a train with a gauge of, for example, 1000 mm or 1067 mm can travel across the line from the second double gauge turnout on the left 210 in the second direction to the first double gauge turnout on the left 120;

[0082] When the common curved switch rail 204 of the second double gauge turnout on the left 210 closes with the common straight stock rail 201 and the wide gauge straight switch rail 205 opens, and at the same time the wide gauge curved switch rail 105 of the first double gauge turnout on the left 120 closes with the wide gauge straight stock rail 102 and the common straight switch rail 104 opens, a wide gauge siding passing scenario is achieved, that is, a train with a gauge of, for example, 1676 mm can travel across the line from the second double gauge turnout on the left 210 in the second direction to the first double gauge turnout on the left 120.

[0083] Optionally, as shown in Figures 2 to 5 There are three obtuse angle frog assemblies including the third obtuse angle frog assembly 340, the fourth obtuse angle frog assembly 350 and the fifth obtuse angle frog assembly 360; among them, the third obtuse angle frog assembly 340 is arranged at the intersection of the wide gauge curved rail of the common curved rail track 100 and the wide gauge curved rail of the common straight rail track 200, specifically at the intersection of the first wide gauge curved rail 1071 and the second wide gauge curved rail 2071; the fourth obtuse angle frog assembly 350 is arranged at the intersection of the narrow gauge curved rail of the common curved rail track 100 and the narrow gauge curved rail of the common straight rail track 200, specifically at the intersection of the first narrow gauge curved rail 1072 and the second narrow gauge curved rail 2072; the fifth obtuse angle frog assembly 360 is arranged at the intersection of the common curved rail of the common curved rail track 100 and the common curved rail of the common straight rail track 200, specifically at the intersection of the first common curved rail 1073 and the second common curved rail 2073.

[0084] With the cooperation of the fourth obtuse frog 350 and the fifth obtuse frog 360 set as above, in the scenario of narrow gauge siding traffic, it can ensure the smooth passage of narrow gauge trains at the rail section intersection, thus ensuring that narrow gauge trains can cross the line from the first double gauge turnout right switch 110 via the diamond crossing structure 300 and enter the second double gauge turnout right switch 220, or narrow gauge trains can cross the line from the second double gauge turnout left switch 210 via the diamond crossing structure 300 and enter the first double gauge turnout left switch 120.

[0085] With the cooperation of the third obtuse frog 340 and the fifth obtuse frog 360 set as above, in the scenario of wide gauge siding traffic, it can ensure the smooth passage of wide gauge trains at the rail section intersection, thus ensuring that wide gauge trains can cross the line from the first double gauge turnout right switch 110 via the diamond crossing structure 300 and enter the second double gauge turnout right switch 220, or wide gauge trains can cross the line from the second double gauge turnout left switch 210 via the diamond crossing structure 300 and enter the first double gauge turnout left switch 120.

[0086] Optionally, as shown in Figures 2 to 5 the first acute frog group 310 includes a fifth acute frog 311, a first guard rail 312, a second guard rail 313 and a third guard rail 314; among them, the fifth acute frog 311 is arranged at the intersection of the common curved rail of the common curved rail track 100 and the wide gauge curved rail of the common straight rail track 200, specifically at the intersection of the first common curved rail 1073 and the second wide gauge curved rail 2071; the first guard rail 312 is arranged on the wide gauge curved rail side of the common curved rail track 100, specifically on the side of the first wide gauge curved rail 1071 facing the fifth acute frog 311; the second guard rail 313 is arranged on the narrow gauge curved rail side of the common curved rail track 100, specifically on the side of the first narrow gauge curved rail 1072 facing the fifth acute frog 311; the third guard rail 314 is arranged on the common curved rail side of the common straight rail track 200, specifically on the side of the second common curved rail 2073 facing the fifth acute frog 311.

[0087] With the cooperation of the fifth acute frog 311 and the second guard rail 313 set as above, in the scenario of narrow gauge siding traffic, it can ensure the safe passage of narrow gauge trains through the fifth acute frog 311 at the rail section intersection. With the cooperation of the fifth acute frog 311 and the first guard rail 312 set as above, in the scenario of wide gauge siding traffic, it can ensure the safe passage of wide gauge trains through the fifth acute frog 311 at the rail section intersection. With the cooperation of the fifth acute frog 311 and the third guard rail 314 set as above, in the scenario of wide gauge siding traffic, it can ensure the safe passage of wide gauge trains through the fifth acute frog 311 at the rail section intersection. The third guard rail 314 set as above is also beneficial to protecting the narrow gauge trains running across the line in the scenario of narrow gauge siding traffic.

[0088] Optionally, referring to Figures 2 to 5 as shown in, the second acute angle frog group 320 includes a sixth acute angle frog 321, a fourth guard rail 322, a fifth guard rail 323, and a sixth guard rail 324; wherein, the sixth acute angle frog 321 is disposed at the intersection of the common curved track 100's common curved rail and the narrow gauge curved rail of the common straight track 200, specifically at the intersection of the first common curved rail 1073 and the second narrow gauge curved rail 2072; the fourth guard rail 322 is disposed on the wide gauge curved rail side of the common curved track 100, specifically on the side of the first wide gauge curved rail 1071 facing the sixth acute angle frog 321; the fifth guard rail 323 is disposed on the narrow gauge curved rail side of the common curved track 100, specifically on the side of the first narrow gauge curved rail 1072 facing the sixth acute angle frog 321; the sixth guard rail 324 is disposed on the common curved rail side of the common straight track 200, specifically on the side of the second common curved rail 2073 facing the sixth acute angle frog 321.

[0089] Through the cooperation of the sixth acute angle frog 321 and the fourth guard rail 322 set as above, in the scenario of wide gauge side track traffic, it ensures that wide gauge trains can safely pass through the sixth acute angle frog 321 at the track intersection. Through the cooperation of the sixth acute angle frog 321 and the fifth guard rail 323 set as above, in the scenario of narrow gauge side track traffic, it ensures that narrow gauge trains can safely pass through the sixth acute angle frog 321 at the track intersection. Through the cooperation of the sixth acute angle frog 321 and the sixth guard rail 324 set as above, in the scenario of narrow gauge side track traffic, it ensures that narrow gauge trains can safely pass through the sixth acute angle frog 321 at the track intersection. The sixth guard rail 324 set as above is also beneficial to protecting wide gauge trains traveling across the line in the scenario of wide gauge side track traffic.

[0090] Optionally, referring to Figures 2 to 5 as shown in, the third acute angle frog group 330 includes a seventh acute angle frog 331, a seventh guard rail 332, and an eighth guard rail 333; wherein, the seventh acute angle frog 331 is disposed at the intersection of the narrow gauge curved rail of the common curved track 100 and the wide gauge curved rail of the common straight track 200, specifically at the intersection of the first narrow gauge curved rail 1072 and the second wide gauge curved rail 2071; the seventh guard rail 332 is disposed on the common curved rail side of the common curved track 100, specifically on the side of the first common curved rail 1073 facing the seventh acute angle frog 331; the eighth guard rail 333 is disposed on the common curved rail side of the common straight track 200, specifically on the side of the second common curved rail 2073 facing the seventh acute angle frog 331.

[0091] Through the cooperation of the seventh acute angle frog 331 and the seventh guard rail 332 set as above, in the scenario of narrow gauge siding traffic, it is ensured that trains with narrow gauge can safely pass through the seventh acute angle frog 331 at the rail section intersection. Through the cooperation of the seventh acute angle frog 331 and the eighth guard rail 333 set as above, in the scenario of wide gauge siding traffic, it is ensured that trains with wide gauge can safely pass through the seventh acute angle frog 331 at the rail section intersection. The seventh guard rail 332 set as above is also beneficial to protecting wide gauge trains running across lines in the scenario of wide gauge siding traffic; the eighth guard rail 333 set as above is also beneficial to protecting narrow gauge trains running across lines in the scenario of narrow gauge siding traffic.

[0092] For the convenience of clearly understanding how the components in this embodiment cooperate with each other in the scenarios of narrow gauge main line traffic, wide gauge main line traffic, wide gauge siding traffic, and narrow gauge siding traffic, please refer to the following description:

[0093] Refer to Figures 1 to 5 As shown in

[0094] Refer to Figures 1 to 5 As shown in

[0095] Refer to Figures 1 to 5As shown, the second double gauge nested left open switch 210 and the second double gauge nested right open switch 220 can be utilized. When the common curved switch rail 204 of the second double gauge nested left open switch 210 and the second double gauge nested right open switch 220 is opened and the narrow gauge straight switch rail 206 is closed with the narrow gauge curved stock rail 203, a narrow gauge straight track through scenario can be achieved. In this narrow gauge straight track through scenario, trains with a gauge such as 1000 mm or 1067 mm can travel in a straight direction from the second double gauge nested left open switch 210, pass through the third wide gauge straight guard rail 213, the fourth acute angle frog 221, the fourth narrow gauge straight guard rail 224, the fourth wide gauge straight guard rail 234, and then enter the second double gauge nested right open switch 220 through the guide rail.

[0096] Reference Figures 1 to 5 As shown, the second double gauge nested left open switch 210 and the second double gauge nested right open switch 220 can be utilized. When the common curved switch rail 204 of the second double gauge nested left open switch 210 and the second double gauge nested right open switch 220 is opened and the wide gauge straight switch rail 205 is closed with the wide gauge curved stock rail 202, a wide gauge straight track through scenario can be achieved. In this wide gauge straight track through scenario, trains with a gauge of 1676 mm, for example, can travel in a straight direction from the second double gauge nested left open switch 210, pass through the third acute angle frog 211, the third wide gauge straight guard rail 213, the fourth narrow gauge straight guard rail 224, the second obtuse angle frog 231, and the fourth wide gauge straight guard rail 234, and then enter the second double gauge nested right open switch 220 through the guide rail.

[0097] Reference Figures 1 to 5As shown, the first double gauge turnout with right open track 110, the diamond crossing structure 300, and the second double gauge turnout with right open track 220 can be used to achieve the scenario of narrow gauge siding traffic when the narrow gauge curved switch rail 106 of the first double gauge turnout with right open track 110 is closed with the narrow gauge straight stock rail 103 and the common straight switch rail 104 is opened, and at the same time, the common curved switch rail 204 of the second double gauge turnout with right open track 220 is closed with the common straight stock rail 201 and the narrow gauge straight switch rail 206 is opened. In this narrow gauge siding traffic scenario, trains with a gauge such as 1000 mm or 1067 mm can travel across the line in the first direction from the first double gauge turnout with right open track 110, and pass through the first wide gauge side guard rail 113, the second acute frog 121, and the first narrow gauge side guard rail 124, the second wide gauge side guard rail 134 of the first double gauge turnout with right open track 110, as well as the fifth acute frog 311 and the second guard rail 313, the sixth acute frog 321 and the fifth guard rail 323, the seventh acute frog 331 and the seventh guard rail 332, the fourth obtuse frog 350, the fifth obtuse frog 360 on the side of the diamond crossing structure 300 close to the first double gauge turnout with right open track 110, and the eighth guard rail 333, the sixth acute frog 321 and the sixth guard rail 324, the third guard rail 314 on the side of the diamond crossing structure 300 close to the second double gauge turnout with right open track 220, as well as the second obtuse frog 231 and the fourth narrow gauge side guard rail 233, the fourth acute frog 221 and the third narrow gauge side guard rail 223, the third acute frog 211 and the second narrow gauge side guard rail 212 of the second double gauge turnout with right open track 220, and finally enter the second double gauge turnout with right open track 220.

[0098] Reference Figures 1 to 5As shown, the first double gauge turnout right open switch 110, the diamond crossing structure 300 and the second double gauge turnout right open switch 220 can be utilized to achieve the scenario of the broad gauge side track passing through traffic when the broad gauge curved switch rail 105 of the first double gauge turnout right open switch 110 is closed with the broad gauge straight stock rail 102 and the common straight switch rail 104 is opened, and at the same time the common curved switch rail 204 of the second double gauge turnout right open switch 220 is closed with the common straight stock rail 201 and the broad gauge straight switch rail 205 is opened. In this scenario of the broad gauge side track passing through traffic, a train with a gauge such as 1676 mm can travel across the line in the first direction from the first double gauge turnout right open switch 110, and pass through the first acute frog 111 and the first broad gauge side guard rail 113 of the first double gauge turnout right open switch 110, the first obtuse frog 131 and the second broad gauge side guard rail 134, as well as the fifth acute frog 311 and the first guard rail 312 on the side of the diamond crossing structure 300 close to the first double gauge turnout right open switch 110, the sixth acute frog 321 and the fourth guard rail 322, the seventh guard rail 332, the third obtuse frog 340, the fifth obtuse frog 360, and the seventh acute frog 331 and the eighth guard rail 333 on the side of the diamond crossing structure 300 close to the second double gauge turnout right open switch 220, the sixth guard rail 324, the fifth acute frog 311 and the third guard rail 314, as well as the second obtuse frog 231 and the fourth broad gauge side guard rail 232 of the second double gauge turnout right open switch 220, the fourth acute frog 221 and the third broad gauge side guard rail 222, and the second narrow gauge side guard rail 212, and finally enter the second double gauge turnout right open switch 220.

[0099] Reference Figures 1 to 5As shown, the second double-gauge turnout left open switch 210, the diamond crossing structure 300, and the first double-gauge turnout left open switch 120 can be used to achieve the narrow gauge side track traffic scenario when the common curve switch rail 204 and the common straight stock rail 201 of the second double-gauge turnout left open switch 210 are closed and the narrow gauge straight switch rail 206 is open, and at the same time, the narrow gauge curve switch rail 106 and the narrow gauge straight stock rail 103 of the first double-gauge turnout left open switch 120 are closed and the common straight switch rail 104 is open. In this narrow gauge side track traffic scenario, trains with a gauge of 1000 mm or 1067 mm can cross the line along the second direction from the second double-gauge turnout left open switch 210, and pass through the third acute angle frog 211 and the second narrow gauge lateral guard rail 212 of the second double-gauge turnout left open switch 210, the fourth acute angle frog 221 and the third narrow gauge lateral guard rail 223, the second obtuse angle frog 231 and the fourth narrow gauge lateral guard rail 233, and the third guard rail 314, the sixth acute angle frog 321 and the sixth guard rail 324, the eighth guard rail 333, the fourth obtuse angle frog 350, the fifth obtuse angle frog 360 on the side of the diamond crossing structure 300 close to the second double-gauge turnout left open switch 210, and the seventh acute angle frog 331 and the seventh guard rail 332, the sixth acute angle frog 321 and the fifth guard rail 323, the fifth acute angle frog 311 and the second guard rail 313 on the side of the diamond crossing structure 300 close to the first double-gauge turnout left open switch 120, and the second wide gauge lateral guard rail 134, the second acute angle frog 121 and the first narrow gauge lateral guard rail 124, the first wide gauge lateral guard rail 113 of the first double-gauge turnout left open switch 120, and finally enter the first double-gauge turnout left open switch 120.

[0100] Reference Figures 1 to 5As shown in [the figure], the second double-gauge turnout left open switch 210, the diamond crossing structure 300, and the first double-gauge turnout left open switch 120 can be utilized to achieve the scenario of the wide-gauge siding passing through trains. When the common curved switch rail 204 and the common straight stock rail 201 of the second double-gauge turnout left open switch 210 are closed and the wide-gauge straight switch rail 205 is opened, and at the same time the wide-gauge curved switch rail 105 and the wide-gauge straight stock rail 102 of the first double-gauge turnout left open switch 120 are closed and the common straight switch rail 104 is opened, a train with a gauge such as 1676 mm can cross the line along the second direction from the second double-gauge turnout left open switch 210, and pass through the second narrow-gauge lateral guard rail 212, the fourth acute frog 221, and the third wide-gauge lateral guard rail 222, the second obtuse frog 231, and the fourth wide-gauge lateral guard rail 232 of the second double-gauge turnout left open switch 210, as well as the fifth acute frog 311 and the third guard rail 314, the sixth guard rail 324, the seventh acute frog 331 and the eighth guard rail 333, the third obtuse frog 340, the fifth obtuse frog 360 on the side of the diamond crossing structure 300 close to the second double-gauge turnout left open switch 210, and the seventh guard rail 332, the sixth acute frog 321 and the fourth guard rail 322, the fifth acute frog 311 and the first guard rail 312 on the side of the diamond crossing structure 300 close to the first double-gauge turnout left open switch 120, as well as the first obtuse frog 131 and the second wide-gauge lateral guard rail 134, the first acute frog 111 and the first wide-gauge lateral guard rail 113 of the first double-gauge turnout left open switch 120, and finally enter the first double-gauge turnout left open switch 120.

[0101] It should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. in the above description is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the embodiments of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the embodiments of the present invention.

[0102] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the embodiments of the present invention, "a plurality" means two or more, unless otherwise specifically defined.

[0103] In the embodiments of the present utility model, unless otherwise clearly defined and limited, terms such as "installation", "connection", "linkage", "fixation" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral one; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model may be understood according to specific circumstances.

[0104] In the embodiments of the present utility model, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "below" and "beneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely means that the horizontal height of the first feature is lower than that of the second feature.

[0105] In the description of this specification, the descriptions with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification.

[0106] Those skilled in the art will readily conceive of other implementations of the present utility model after considering the specification and practicing the utility model disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present utility model, which follow the general principles of the present utility model and include the known common knowledge or conventional technical means in the technical field not disclosed in the present utility model. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present utility model are pointed out by the appended claims.

Claims

1. A crossover turnout for a double gauge railway loop line, characterized in that, Comprising: A shared curved turnout track, including a first double gauge turnout right switch and a first double gauge turnout left switch. Part of the tracks of the first double gauge turnout right switch and part of the tracks of the first double gauge turnout left switch are arranged in butt joint along the straight direction for double gauge straight track traffic. A shared straight turnout track, including a second double gauge turnout left switch and a second double gauge turnout right switch. Part of the tracks of the second double gauge turnout left switch and part of the tracks of the second double gauge turnout right switch are arranged in butt joint along the straight direction for double gauge straight track traffic. A diamond crossing structure. Part of the tracks of the first double gauge turnout right switch and part of the tracks of the second double gauge turnout right switch extend along a first direction and are respectively arranged in butt joint with the diamond crossing structure for double gauge side track traffic. Part of the tracks of the second double gauge turnout left switch and part of the tracks of the first double gauge turnout left switch extend along a second direction and are respectively arranged in butt joint with the diamond crossing structure for double gauge side track traffic. Wherein, the first direction, the second direction and the straight direction are arranged at an angle to each other in pairs.

2. The crossover turnout of the double gauge railway loop according to claim 1, characterized in that The first double gauge turnout right switch and the first double gauge turnout left switch are symmetrically arranged along the straight direction, and both include a first switch and a plurality of first frog groups. The first switch includes a shared curved stock rail, a wide gauge straight stock rail, a narrow gauge straight stock rail, a shared straight switch rail, a wide gauge curved switch rail and a narrow gauge curved switch rail. The wide gauge straight stock rail, the narrow gauge straight stock rail and the shared straight switch rail are for double gauge straight track traffic, and the wide gauge curved switch rail, the narrow gauge curved switch rail and the shared curved stock rail are for double gauge side track traffic.

3. The crossover turnout of the double gauge railway loop according to claim 2, characterized in that, The second double gauge turnout left switch and the second double gauge turnout right switch are symmetrically arranged along the straight direction, and both include a second switch and a plurality of second frog groups. The second switch includes a shared straight stock rail, a wide gauge curved stock rail, a narrow gauge curved stock rail, a shared curved switch rail, a wide gauge straight switch rail and a narrow gauge straight switch rail. The wide gauge straight switch rail, the narrow gauge straight switch rail and the shared straight stock rail are for double gauge straight track traffic, and the wide gauge curved stock rail, the narrow gauge curved stock rail and the shared curved switch rail are for double gauge side track traffic.

4. The crossover turnout of the double gauge railway loop according to claim 3, characterized in that, The diamond crossing structure includes three obtuse angle frogs and two acute angle frog groups. The three obtuse angle frogs are arranged along a third direction, and the third direction is perpendicular to the straight direction. The two acute angle frog groups are symmetrically arranged along the straight direction, and each acute angle frog group includes a first acute angle frog group, a second acute angle frog group and a third acute angle frog group arranged along the straight direction.

5. The crossover turnout of the double gauge railway loop according to claim 4, characterized in that, The three obtuse switches include a third obtuse switch, a fourth obtuse switch, and a fifth obtuse switch. The third obtuse switch is arranged at the intersection of the wide-distance curved rail of the shared curved rail and the wide-distance curved rail of the shared straight rail. The fourth obtuse switch is arranged at the intersection of the narrow-distance curved rail of the shared curved rail and the narrow-distance curved rail of the shared straight rail. The fifth obtuse switch is arranged at the intersection of the common curved rail of the shared curved rail and the common curved rail of the shared straight rail.

6. The crossover turnout of the double - gauge railway siding according to claim 4, characterized in that, The first acute switch group includes a fifth acute switch, a first guard rail, a second guard rail, and a third guard rail. The fifth acute switch is arranged at the intersection of the common curved rail of the shared curved rail and the wide-distance curved rail of the shared straight rail. The first guard rail is arranged on the side of the wide-distance curved rail of the shared curved rail. The second guard rail is arranged on the side of the narrow-distance curved rail of the shared curved rail. The third guard rail is arranged on the side of the common curved rail of the shared straight rail.

7. The crossover turnout of the double gauge railway loop according to claim 4, characterized in that, The second acute switch group includes a sixth acute switch, a fourth guard rail, a fifth guard rail, and a sixth guard rail. The sixth acute switch is arranged at the intersection of the common curved rail of the shared curved rail and the narrow-distance curved rail of the shared straight rail. The fourth guard rail is arranged on the side of the wide-distance curved rail of the shared curved rail. The fifth guard rail is arranged on the side of the narrow-distance curved rail of the shared curved rail. The sixth guard rail is arranged on the side of the common curved rail of the shared straight rail.

8. The crossover turnout of the double gauge railway loop according to claim 4, characterized in that, The third acute switch group includes a seventh acute switch, a seventh guard rail, and an eighth guard rail. The seventh acute switch is arranged at the intersection of the narrow-distance curved rail of the shared curved rail and the wide-distance curved rail of the shared straight rail. The seventh guard rail is arranged on the side of the common curved rail of the shared curved rail. The eighth guard rail is arranged on the side of the common curved rail of the shared straight rail.

9. The crossover turnout of the double gauge railway loop according to any one of claims 2-8, characterized in that, The multiple first switch groups include a first acute switch, a second acute switch, and a first obtuse switch. The first acute switch is arranged at the intersection of the wide-distance curved rail and the narrow-distance straight rail of the shared curved rail. The second acute switch is arranged at the intersection of the common straight rail and the narrow-distance curved rail of the shared curved rail. The first obtuse switch is arranged at the intersection of the common straight rail and the wide-distance curved rail of the shared curved rail.

10. The crossover turnout of the double gauge railway loop according to any one of claims 3-8, characterized in that, The multiple second switch groups include a third acute switch, a fourth acute switch, and a second obtuse switch. The third acute switch is arranged at the intersection of the wide-distance straight rail and the narrow-distance curved rail of the shared straight rail. The fourth acute switch is arranged at the intersection of the narrow-distance straight rail and the common curved rail of the shared straight rail. The second obtuse switch is arranged at the intersection of the wide-distance straight rail and the common curved rail of the shared straight rail.

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