Rail transit switch system

Abstract

The present disclosure discloses a rail transit switch system, in which a first end of a switch beam (5) is mounted on a first transition stud (3) and pivotally connected to the first transition stud (3) via a central pin (4), a second end of the switch beam (5) is mounted on a second transition stud (6) and is capable of running on the second transition stud (6), at least two branch track beams (8, 9, 10) are provided and fixedly supported via a plurality of spaced-apart branch track beams (7), the first end of the switch beam (5) abuts against one end of a base track beam (1) facing the switch beam (5), and the second end of the switch beam (5) is operably and selectively abutted against a first end of a branch track beam (8, 9, 10), the second end of the branch track beam (8, 9, 10) extending in a direction away from the switch beam (5). The technical solution disclosed herein is simple and reliable, and can effectively shorten switching time and improve transportation efficiency.

Description

Technical Field

[0001] <Cross - reference to Related Applications> This application claims the priority of a Chinese patent application filed on August 31, 2020, with the application number 202010893368.0 and the title "Rail Transit Switch System", and all of its contents are incorporated herein by reference. The present disclosure relates to the technical field of rail transit systems, and in particular, to a rail transit switch system.

Background Art

[0002] The suspended monorail system is one of the aerial rail transit systems, which has advantages such as good compatibility, high safety, high integration, low cost, flexible lines, environmental friendliness, and low noise, meeting the needs of modern urban rail transit transportation and being widely applied to the construction of new urban rail transit in China.

[0003] Currently, the suspended monorail traffic switches in China are mainly one - way switches. Among the multi - way switches disclosed in actual applications, there are two types: the translation beam change type and the segment type. The translation beam change type switch mainly realizes the switching of the line between the straight - through state and the curved - through state by the parallel movement of the branch track beam and the curved track beam. The segment type switch consists of a fixed beam, a driving beam, and a driven beam, and mainly mechanically drives the driving beam and the driven beam as a whole to switch tracks by a motor attached to the driving beam, allowing the vehicle to pass on a gentle broken line approximated to an arc curve.

[0004] In the suspended rail transit system, the translation beam change type multi - way switch has disadvantages such as a bulky structure, high strength requirements for studs and related mechanisms, large power required for switching tracks, long switching time, and poor economy. In contrast, when the segment type switch switches tracks, the switch beam becomes a multi - joint broken - line beam, there are many stud bases, and the accuracy requirements for the motor drive are high, resulting in poor reliability.

[0005] Therefore, the prior art needs to be improved.

SUMMARY OF THE INVENTION

PROBLEMS TO BE SOLVED BY THE INVENTION

[0006] In view of the deficiencies existing in the above prior art, the present disclosure provides an orbital traffic switch system. In the prior art's suspended orbital traffic system, for the translational beam change type multi-directional switch, the structure is bulky and heavy, the strength requirements for studs and related mechanisms are high, the power required for switching is large, the switching time is long, and the economy is poor. In contrast, for the segment type switch, when switching, the switch beam becomes a polyline beam with multiple segments, there are many bases for studs, and the accuracy requirements for motor drive are high, and the reliability is poor. These problems are solved.

MEANS FOR SOLVING THE PROBLEMS

[0007] The orbital traffic switch system according to the present disclosure includes a basic track beam fixedly supported via a plurality of spaced-apart basic studs, and a switch beam having opposite first and second ends. The first end of the switch beam is provided on a first transition stud, and the first end of the switch beam is rotatably connected to the first transition stud via a central pin. The central pin is provided in the vertical direction. The second end of the switch beam is... No. provided on a second transition stud, and the second end of the switch beam is a switch beam capable of traveling on the second transition stud, and at least two branch track beams. The branch track beams are fixedly supported via a plurality of spaced-apart branch studs. Each of the branch track beams has opposite first and second ends. The switch beam is provided between the basic track beam and the branch track beams. The first end of the switch beam is abutted against one end of the basic track beam facing the switch beam, and the second end of the switch beam is operably and selectively abutted against the first end of a certain branch track beam. The second end of the branch track beam includes a branch track beam extending in a direction away from the switch beam.

[0008] In some embodiments, two compensation assemblies are provided on the first transition stud. The two compensation assemblies are provided opposite to both sides of the splitter beam. Each compensation assembly includes at least one compensation device. The compensation device has an output portion. The output portion of the compensation device is operably inserted into a gap between the first end of the splitter beam and one end of the base track beam facing the splitter beam.

[0009] In some embodiments, the compensation device includes a compensation beam. The compensation beam is the output portion of the compensation device. The compensation beam is operably movable in a direction perpendicular to the base track beam.

[0010] In some embodiments, the first transition stud includes two opposing support columns. Inside the support columns, support seats corresponding to the compensation devices are provided. The compensation device includes a fixed seat and a drive unit. The fixed seat is fixedly provided on the corresponding support seat. The fixed end of the drive unit is fixedly provided on the fixed seat. The output end of the drive unit is telescopically reciprocally movable in the horizontal direction. The output end of the drive unit is fixedly connected to the compensation beam.

[0011] In some embodiments, a guide rail is provided on the support seat. A roller is provided at the bottom of the compensation beam. The roller is rotatably provided on the guide rail.

[0012] In some embodiments, a guide plate corresponding to the compensation device is provided inside the support column. A slide groove is provided at the bottom of the guide plate. The top of the compensation beam is slidably provided in the slide groove of the corresponding guide plate.

[0013] In some embodiments, the system further includes a locking device, and one of the locking devices is correspondingly arranged for each of the compensation devices. The locking device is fixedly provided on the corresponding compensation beam and includes a positioning seat provided with a locking hole, a telescopic mechanism fixedly provided on the first transition stud, and a positioning pin having opposite first and second ends. The first end of the positioning pin is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin is operably inserted into the locking hole on the positioning seat.

[0014] In some embodiments, the second end of the diverter beam travels on the second transition stud via a traveling mechanism. The traveling mechanism is an arc-shaped traveling track, and the center of the arc Travel trajectory is located on the center line of the center pin. The traveling mechanism includes a traveling track and a traveling unit connected to the second end of the diverter beam. The traveling unit is operably traveling on the traveling track.

[0015] In some embodiments, the traveling unit includes a first side frame and a second side frame provided oppositely. One end of the first side frame and the corresponding end of the second side frame are connected via a connecting beam. Mounting grooves are provided at the bottoms of both the first side frame and the second side frame. The second end of the diverter beam is sequentially and fixedly connected to the mounting grooves at the bottoms of the first side frame and the second side frame.

[0016] In some embodiments, the traveling unit is a plurality of wheel axles. The tops of the first side frame and the second side frame are connected via a plurality of the wheel axles provided at intervals. Among the plurality of wheel axles, a driving wheel is provided on one of the wheel axles. The driving wheel is rotatably provided on the traveling track. The traveling unit further includes a plurality of wheel axles and a driving motor fixedly provided outside the second side frame. The output shaft of the driving motor is fixedly connected to one of the plurality of wheel axles.

[0017] In the track traffic switch system provided by the present disclosure, the first end of the switch beam is abutted against one end of the switch beam facing the basic track beam in the basic track beam, the first end of the switch beam is rotatably provided on the first transition stud, and the second end of the switch beam is operably and selectively abutted against the first end of a branch track beam. Therefore, if the first end of the switch beam is operated to rotate on the first transition stud, the purpose of turnout can be realized.

Advantages of the Invention

[0018] Compared with the translation beam change type multi-directional switch, in the present disclosure, one switch beam is adopted as the switch body, the length is shortened, the mass of the multi-directional switch beam in the prior art can be greatly reduced, the volume and mass of the stud can be reduced, and the cost can be reduced.

[0019] Compared with the segment type multi-directional switch, in the present disclosure, only one fold line segment is generated and only two transition stud beams are required, so the reliability is higher and the cost is lower.

[0020] The track traffic switch system according to the present disclosure is easy to operate, highly reliable, can effectively shorten the turnout time, improve the transportation efficiency, and has high practical value.

Brief Description of the Drawings

[0021]

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Embodiments for Carrying out the Invention

[0022] FIG. 1 is a structural schematic diagram of an orbital traffic brancher system according to an embodiment of the present disclosure. Referring to FIG. 1, the system includes a basic orbital beam 1, a brancher beam 5, and branch orbital beams. The basic orbital beam 1 is fixedly supported via a plurality of spaced-apart basic studs 2. The brancher beam 5 has opposite first and second ends. The first end of the brancher beam 5 is provided on a first transition stud 3, and the first end of the brancher beam 5 is rotatably connected to the first transition stud 3 via a central pin 4. The central pin 4 is provided in the vertical direction. The second end of the brancher beam 5 is provided on a second transition stud 6, and the second end of the brancher beam 5 is capable of traveling on the second transition stud 6. On the other hand, at least two branch orbital beams are provided. The branch orbital beams are fixedly supported via a plurality of spaced-apart branch studs 7. Each branch orbital beam has opposite first and second ends. The brancher beam 5 is provided between the basic orbital beam 1 and the branch orbital beams. The first end of the brancher beam 5 is abutted against one end of the basic orbital beam 1 facing the brancher beam 5. The second end of the brancher beam 5 is operably and selectively abutted against the first end of a certain branch orbital beam. The second end of the branch orbital beam extends in a direction away from the brancher beam.

[0023] During actual operation, if the first end of the splitter beam 5 is operated to rotate on the first transition stud 3, the purpose of turnout can be achieved. Compared with the translation beam change type multi-directional splitter, in the present disclosure, only one-section splitter beam is adopted as the splitter body, which shortens the length, greatly reduces the mass of the multi-directional splitter beam in the prior art, reduces the volume and mass of the stud, and reduces the cost. On the other hand, compared with the segment type multi-directional splitter, in the present disclosure, only one fold line segment is generated, and only two transition stud beams are required, so the reliability is higher and the cost is lower.

[0024] In some embodiments, three branch track beams, namely the first branch track beam 8, the second branch track beam 9, and the third branch track beam 10, may be provided. The first branch track beam 8 and the third branch track beam 10 are respectively provided on both sides of the second branch track beam 9. The second branch track beam 9 and the basic track beam 1 are located on the same straight line. The first branch track beam 8, the second branch track beam 9, and the third branch track beam 10 are arranged in a fan shape.

[0025] Referring to FIG. 1, the first ends of the plurality of branch track beams may be fixedly supported via one branch stud 7.

[0026] In order to adapt to the rotation of the splitter beam, a gap needs to be provided between the basic track beam 1 and the splitter beam 5, which is disadvantageous to the operation of the rail vehicle between the basic track beam 1 and the splitter beam 5. To solve this problem, a compensation assembly is provided in the present disclosure.

[0027] Figure 2 is a schematic structural diagram of the compensation assembly in Figure 1. Referring to Figure 2, two compensation assemblies are provided on the first transition stud 3. The two compensation assemblies are provided opposite to each other on both sides of the splitter beam 5. Each compensation assembly includes at least one compensation device 12. The compensation device 12 has an output part, and the output part of the compensation device 12 is operably inserted into the gap between the first end of the splitter beam 5 and the end of the basic track beam 1 facing the splitter beam 5. In this way, the gap between the basic track beam 1 and the splitter beam 5 can be filled, and the reliability of the operation of the rail vehicle between the basic track beam 1 and the splitter beam 5 can be ensured.

[0028] Referring to Figure 2, the compensation device 12 includes a compensation beam 122. The compensation beam 122 is the output part of the compensation device, and the compensation beam 122 is operably movable in a direction perpendicular to the basic track beam 1.

[0029] Referring to Figure 2, the first transition stud 3 may include two opposing support columns 301. Inside the support columns 301, support seats 302 corresponding to the compensation device 12 are provided. The compensation device 12 130 further includes a fixed seat 130 and a drive unit 125. The fixed seat 130 is fixedly provided on the corresponding support seat 302. The fixed end of the drive unit 125 is fixedly provided on the fixed seat

[0030] In some embodiments, two drive units 125 may be provided opposite to each other in the horizontal direction. By moving the two drive units 125 synchronously, the compensation beam 122 is moved in a predetermined direction. As the drive unit 125, a linear reciprocating motion mechanism such as an electric push rod or a hydraulic cylinder may be used, but in the present disclosure, it is not limited thereto.

[0031] In some embodiments, referring to FIG. 2, while a guide rail is provided on the support base 302, rollers 128 may be provided at the bottom of the compensation beam 122, and the rollers 128 may be provided to be freely rollable on the guide rail. In this way, the frictional force is reduced and the rapidity of the operation of the compensation beam 122 is improved.

[0032] Referring to FIG. 2, in some embodiments, a reinforcing plate 303 may be provided at the bottom of the support base 302, and the reinforcing plate 303 may be connected to the support column 301 on the same side. In this way, the load-bearing capacity of the support base 302 is improved.

[0033] Referring to FIG. 2, in some embodiments, a guide plate 304 corresponding to the compensation device 12 is provided inside the support column 301, a slide groove is provided at the bottom of the guide plate 304, and the top of the compensation beam 122 is provided to be slidable in the slide groove of the corresponding guide plate 304. In this way, the movement of the compensation beam 122 is guided.

[0034] Referring to FIG. 2, the first transition stud 3 further includes a top beam 305 connecting two opposing support columns 301, and a connection plate 306 is provided between the top of the guide plate 304 and the top beam 305. In this way, the mounting reliability of the guide plate 304 is improved.

[0035] When the compensation beam 122 is operated up to the gap between the base track beam 1 and the turnout beam 5, in order to prevent the compensation beam 122 from returning to its original position, each compensation device 12 is correspondingly provided with one locking device. Referring to FIG. 2, the locking device includes a positioning seat 126, a telescopic mechanism, and a positioning pin 127. The positioning seat 126 is fixedly provided on the corresponding compensation beam 122, and a locking hole is provided in the positioning seat 126. The telescopic mechanism is fixedly provided on the first transition stud 3. The positioning pin 127 has an opposing first end and a second end. The first end of the positioning pin 127 is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin 127 is operably inserted into the locking hole on the positioning seat 126. After the compensation beam 122 reaches the compensation position, the telescopic mechanism is operated to Movement cause the second end of the positioning pin 127 to be inserted into the locking hole on the positioning seat 126, and the compensation beam 122 can be locked.

[0036] In some embodiments, the positioning seat 126 is preferably provided at the outer bottom of the compensation beam 122. Two locking holes are provided on the positioning seat 126, and the two positioning holes are preferably located on both sides of the compensation beam 122 respectively. In this way, the compensation beam 122 can be locked from two directions, and the reliability of the locking is improved.

[0037] FIG. 3 is a layout schematic diagram of the locking device in FIG. 2. Referring to FIG. 3, two telescopic mechanisms 1210 are provided in the support seat 302. The output ends of the two telescopic mechanisms 1210 are both telescopable in the vertical direction, and the axial direction of the locking hole on the positioning seat 126 is the vertical direction. By operating the telescopic mechanism, the positioning pin 127 connected to the output end of the telescopic mechanism 1210 can be inserted into the locking hole on the positioning seat 126.

[0038] Of course, the two telescopic mechanisms 1210 are provided at the top of the support base 302, and the telescopic ends of the telescopic mechanisms 1210 may move in the horizontal direction, and the axial direction of the locking holes on the positioning seat 126 may be in the horizontal direction. Also in this case, by operating the telescopic mechanism, the positioning pin 127 connected to the output end of the telescopic mechanism 1210 can be inserted into the locking hole on the positioning seat 126.

[0039] It should be noted that before the compensation beam 122 is positioned, the output end of the telescopic mechanism is in a retracted state so as not to affect the operation of the compensation beam 122.

[0040] Referring to FIG. 2, in some embodiments, a support plate 129 for supporting the running wheels of the rail vehicle to pass through is provided on the inner surface of the beam 122, while the inner surface of the compensation beam 122 above the support plate 129 is used to support the guide wheels of the rail vehicle so as to adapt to the smooth passage of the rail vehicle having guide wheels.

[0041] Referring to FIG. 1, the second end of the diverter beam 5 travels on the second transition stud 6 via the traveling mechanism 11. FIG. 4 is an assembly schematic diagram of the diverter beam and the traveling mechanism, and FIG. 5 is a structural schematic diagram of the traveling mechanism. Referring to FIGS. 1, 4 and 5, the traveling mechanism 11 includes a traveling track 117 and a traveling unit. The traveling track 117 is arc-shaped, and the Of the travel trajectory center of the circle of the arc is located on the center line of the center pin 4. The second end of the diverter beam 5 is connected to the traveling unit, and the traveling unit can travel operably on the traveling track 117. In this way, the first end of the diverter beam 5 is rotated by a certain angle around the center pin, so that the diverter beam 5 is butted and communicated with the branch track beam of the branch that needs to be guided, and further, the crucial operation of the turnout of the diverter beam is completed.

[0042] Referring to FIGS. 4 and 5, the traveling unit includes a first side frame 111 and a second side frame 115 provided opposite to each other. Between one end of the first side frame 111 and the corresponding end of the second side frame 115, they are connected via a connecting beam 116. On both sides of the bottoms of the first side frame 111 and the second side frame 115, mounting grooves 118 are provided. The second end of the diverter beam 5 is sequentially fixed and connected to the mounting grooves 118 at the bottoms of the first side frame 111 and the second side frame 115. In this way, the assembly of the second end of the crossover diverter beam 5 and the traveling unit can be realized.

[0043] The first side frame 111, the second side frame 115, and the connecting beam 116 constituting the traveling unit are preferably integrally formed in order to endow the traveling unit with sufficient load-bearing strength.

[0044] Referring to FIG. 5, the traveling unit further includes a drive motor 114 and a plurality of axles 113. Between the tops of the first side frame 111 and the second side frame 115, they are connected via a plurality of axles 113 provided at a distance. Among the plurality of axles 113, a drive wheel 119 is provided on one axle 113, and driven wheels 112 are provided on the remaining axles 113. Both the drive wheel 119 and the driven wheels 112 are rotatably provided on the traveling track 117, while the drive motor 114 is fixedly provided outside the second side frame 115, and the output shaft of the drive motor 114 is connected to the axle 113 on which the drive wheel 119 is mounted. In this way, by the drive motor 114, the axle 113 on which the drive wheel 119 is mounted is rotated, and further the drive wheel 119 on the axle 113 is rotated on the traveling track 117, so that it is possible to realize the movement of the traveling unit on the traveling track 117. On the other hand, due to the movement of the traveling unit, the plurality of driven wheels 112 are rolled on the traveling track 117, and the traveling unit can be moved in a balanced manner.

[0045] In some embodiments, the drive wheel 119 is located on the middle axle 113 among the plurality of axles 113, and is configured to cooperate with one drive wheel 119 and a plurality of driven wheels 112. In this way, the structure can be simplified and the space can be optimized.

[0046] It should be noted that in some embodiments, each axle may be provided with a plurality of wheels so as to further improve the balance performance of the movement of the traveling unit, and the drive motor may be made reversible in forward and reverse so as to ensure that the brancher beam swings left and right around the central rotating device during turnout. Of course, the drive motor is not the only driving means, and an electric push rod may be used for driving, or a slide rail may be attached to the side surface of the brancher beam to cooperate with the rotating arm, but the present disclosure does not limit this.

[0047] The operating principle of the rail transit turnout system is as follows. Turnout operation flow: Taking the three-way turnout as an example, the initial position of the turnout beam is the straight position, in the state shown in FIG. 1, and the compensation beam, as its initial position, is entirely pulled out of the turnout beam, that is, in the standby position. Assuming that the compensation beam enters the gap between the turnout beam 5 and the basic track beam 1 and completely compensates the gap, the position of the compensation beam becomes the compensation position. In this case, the setting of the compensation beam is as described in FIG. 6. Referring to FIG. 6, four compensation beams are provided, namely the first compensation beam 121, the second compensation beam 122, the third compensation beam 123, and the fourth compensation beam 124. The first compensation beam 121 and the second compensation beam 122 are a set of compensation beams, and the third compensation beam 123 and the fourth compensation beam 124 are another set of compensation beams. The two sets of compensation beams are respectively located on both sides of the gap between the turnout beam 5 and the basic track beam 1. Diverter Straight Position Switching Flow: Receive a straight position switching command → All compensation beams return to the standby position → The traveling mechanism receives the command, makes the diverter beam travel on the second transition stud, and switches the diverter beam until it reaches the straight position → After the diverter beam switches until it reaches the imposition position, the first compensation beam and the third compensation beam receive the command and are pushed into the compensation position, and the compensation beams form the state shown in Figure 7 → After reaching the imposition position, the corresponding locking device operates to lock the compensation beams and further complete the switching lock → The switching is completed, and it waits for the next switching command. Diverter Left Turn Position Switching Flow: Receive a left turn position switching command → All compensation beams return to the standby position → The traveling mechanism receives the command, makes the diverter beam travel on the second transition stud, and switches the diverter beam until it reaches the left turn position, forming the state described in Figure 8 → After the diverter beam switches until it reaches the imposition position, the third compensation beam and the fourth compensation beam receive the command, and the third compensation beam and the fourth compensation beam are pushed into the compensation position, and the compensation beams form the state shown in Figure 9 → After reaching the imposition position, the corresponding locking device operates to lock the compensation beams and further complete the switching lock → The switching is completed, and it waits for the next switching command. Diverter Right Turn Position Switching Flow: Receive a right turn position switching command → All compensation beams return to the standby position → The traveling mechanism receives the command, makes the diverter beam travel on the second transition stud, and switches the diverter beam until it reaches the right turn position, forming the state described in Figure 10 → After the diverter beam switches until it reaches the imposition position, the first compensation beam and the second compensation beam receive the command, and the first compensation beam and the second compensation beam are pushed into the compensation position, and the compensation beams form the state shown in Figure 11 → After reaching the imposition position, the corresponding locking device operates to lock the compensation beams and further complete the switching lock → The switching is completed, and it waits for the next switching command.

[0048] In some embodiments, the compensation device, the locking device, and the traveling mechanism all have their own control logics and are independently operable, so they have the characteristic of automated operation.

[0049] In summary, the rail transit switch system according to the present disclosure is easy to operate, highly reliable, can effectively shorten the switching time, improve the transportation efficiency, and has high practical value.

[0050] The embodiments disclosed above are preferred embodiments of the present invention, and are merely for facilitating the description of the present invention, and do not limit the present invention in any form. Those skilled in the art can make partial changes and modifications within the scope not departing from the technical features mentioned in the present invention, and equivalent embodiments made by using the technical content disclosed in the present invention without departing from the content of the technical features of the present invention all belong to the scope of the technical features of the present invention.

Claims

1. An orbital traffic divider system, comprising: A basic track beam fixedly supported via a plurality of spaced-apart basic studs; A divider beam having opposing first and second ends, wherein the first end of the divider beam is provided on a first transition stud, the first end of the divider beam is rotatably connected to the first transition stud via a central pin, the central pin is provided in the vertical direction, the second end of the divider beam is provided on a second transition stud, and the second end of the divider beam is a divider beam capable of traveling on the second transition stud; At least two branch track beams, wherein each branch track beam is fixedly supported via a plurality of spaced-apart branch studs, each branch track beam has opposing first and second ends, the divider beam is provided between the basic track beam and the branch track beams, the first end of the divider beam is butted against one end of the basic track beam facing the divider beam, the second end of the divider beam is operably and selectively butted against the first end of a certain branch track beam, and the second end of the branch track beam is a branch track beam extending in a direction away from the divider beam; Two compensation assemblies are provided on the first transition stud, the two compensation assemblies are provided opposite to each other on both sides of the divider beam, each compensation assembly includes at least one compensation device, the compensation device has an output portion, and the output portion of the compensation device is operably inserted into a gap between the first end of the divider beam and one end of the basic track beam facing the divider beam. An orbital traffic divider system.

2. The compensation device includes a compensation beam, the compensation beam is the output portion of the compensation device, and the compensation beam is operably movable in a direction perpendicular to the basic track beam. The orbital traffic divider system according to Claim 1.

3. The first transition stud includes two opposing support columns, and a support seat corresponding to the compensation device is provided inside the support columns; The compensation device includes a fixed seat and a drive unit, the fixed seat is fixedly provided on the corresponding support seat, and the fixed end of the drive unit is fixedly provided on the fixed seat; The output end of the drive unit is horizontally telescopic and reciprocally movable, and the output end of the drive unit is fixedly connected to the compensation beam. The orbital traffic divider system according to Claim 2.

4. A guide rail is provided on the support base. A roller is provided at the bottom of the compensation beam, and the roller is rotatably provided on the guide rail. The rail transit switch system according to claim 3.

5. Inside the support column, a guide plate corresponding to the compensation device is provided, and a slide groove is provided at the bottom of the guide plate. The top of the compensation beam is slidably provided in the slide groove of the corresponding guide plate. The rail transit switch system according to claim 4.

6. It further includes a locking device, and one locking device is correspondingly arranged for each compensation device. The locking device A positioning seat fixedly provided on the corresponding compensation beam and provided with a locking hole, A telescopic mechanism fixedly provided on the first transition stud, A positioning pin having opposite first and second ends, wherein the first end of the positioning pin is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin is operably inserted into the locking hole on the positioning seat. The rail transit switch system according to claim 2.

7. The second end of the switch beam travels on the second transition stud via a traveling mechanism. The traveling mechanism An arc-shaped traveling track, the center of the arc-shaped traveling track is located on the center line of the center pin, and the traveling track A traveling unit to which the second end of the switch beam is connected, and the traveling unit operably travels on the traveling track. The rail transit switch system according to any one of claims 1 to 6.

8. The traveling unit includes a first side frame and a second side frame provided opposite to each other. Between one end of the first side frame and the corresponding end of the second side frame, they are connected via a connecting beam. Mounting grooves are provided at the bottoms of both the first side frame and the second side frame. The second end of the switch beam is sequentially fixedly connected to the mounting grooves at the bottoms of the first side frame and the second side frame. The rail transit switch system according to claim 7.

9. The traveling unit A plurality of axles, wherein the top between the first side frame and the second side frame is connected via the plurality of axles provided at a distance from each other, and among the plurality of axles, a driving wheel is provided on one of the axles, and the driving wheel is provided with a plurality of axles that are rotatably provided on the traveling track, The rail transit switch system according to claim 8, further comprising a drive motor fixedly provided outside the second side frame, wherein an output shaft of the drive motor is fixedly connected to one of the plurality of axles.

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