CN110373957B - Combined turnout structure - Google Patents
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- CN110373957B CN110373957B CN201910697146.9A CN201910697146A CN110373957B CN 110373957 B CN110373957 B CN 110373957B CN 201910697146 A CN201910697146 A CN 201910697146A CN 110373957 B CN110373957 B CN 110373957B
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Abstract
The invention provides a combined turnout structure which is used for a track line and comprises a first turnout and a second turnout, wherein the first turnout comprises a first main rail and a first branch rail, the second turnout comprises a second main rail and a second branch rail, and the first branch rail is connected with the second branch rail so as to realize track conversion of a railway vehicle between the first main rail and the second main rail, and the first main rail and the second main rail are two circular arc curve tracks with the bending direction facing the same side. The technical scheme of the invention is suitable for conversion between two curved tracks, can effectively reduce the occupied area, reduces the construction cost, is beneficial to application in small and medium rail transit stations, and has wide application range.
Description
Technical Field
The invention relates to the technical field of turnouts, in particular to a combined turnout structure.
Background
Currently, in the field of rail transit, the switching of rail vehicles is carried out by means of switches connected to the positive rail. The existing turnout needs to be arranged on a straight line section of a track, if the turnout is switched on a curve line, the straight line section needs to be added on the curve line, and then the turnout is arranged on the straight line section and is limited by a structure and a connection mode, so that the existing turnout is longer in existing length, larger in occupied area, increased in construction cost and not suitable for a station with a relatively small area.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art or related art.
To this end, the present invention aims to provide a combined switch structure.
In order to achieve the above object, the present invention provides a combined switch structure, including: the first turnout comprises a first main rail and a first branch rail, the second turnout comprises a second main rail and a second branch rail, and the first branch rail is connected with the second branch rail so as to realize rail conversion of a railway vehicle between the first main rail and the second main rail, wherein the first main rail and the second main rail are two arc curve rails with the bending direction facing the same side.
The combined turnout structure comprises a first turnout and a second turnout, wherein the first turnout comprises a first main rail and a first branch rail, the second turnout comprises a second main rail and a second branch rail, the first branch rail is connected with the second branch rail, rail conversion of a railway vehicle between the first main rail and the second main rail is realized, specifically, the railway vehicle runs along the first main rail to the switching position of the first main rail and the first branch rail, the railway vehicle converts the rails and enters the first branch rail to run, enters the second branch rail to run after passing through the connecting point of the first branch rail and the second branch rail, and then converts the rails again to run into the second main rail to finish the conversion from the first main rail to the second main rail. The bending direction of the first main rail and the bending direction of the second main rail are limited to the same side, so that the rail vehicle deflects towards the same side in the front-back running direction of the switching rail, and the stability of the rail vehicle is maintained; the first main rail and the second main rail are limited to be arc-shaped curved rails, so that the curvature radiuses of the first main rail and the second main rail are kept consistent, and the positions of the first turnout and the second turnout are determined conveniently. Through above technical scheme, can directly set up the switch on the curve track, realize the track conversion between two circular arc curve tracks, need not to increase the straightway track on the curve track to shorten the total length of combination switch structure, reduce area, can effectively reduce construction cost.
It should be noted that, the turning radius of the railway vehicle is larger, the switch structure is arranged in the track line, so that more land is occupied, more auxiliary lines and switches are required to be arranged when the railway traffic station is used for vehicle dispatching, and if the area of the station is smaller, the switches are required to be independently arranged outside the station to meet the vehicle dispatching requirement, so that the occupied area is increased, and the construction cost is increased. The turnout structure reduces the requirement on the area of the station and is beneficial to being applied to medium and small-sized stations.
In addition, the combined turnout structure in the technical scheme provided by the invention can also have the following additional technical characteristics:
In the technical scheme, the first support rail is an arc curve rail, the bending direction of the first support rail and the bending direction of the first main rail face the same side, and one end of the first support rail far away from the second turnout is inscribed with one end of the first main rail far away from the second turnout; the second support rail comprises a curve support rail and a straight support rail, the curve support rail is an arc curve rail, the bending direction of the curve support rail and the bending direction of the second main rail face two different sides, and one end of the curve support rail, which is far away from the first turnout, is circumscribed with one end of the second main rail, which is far away from the first turnout; one end of the linear support rail is connected with one end of the first support rail, which is close to the second turnout, the connecting point is the tangent point of the linear support rail and the first support rail, the other end of the linear support rail is connected with one end of the curve support rail, which is close to the first turnout, and the connecting point is the tangent point of the linear support rail and the curve support rail, wherein the first main rail and the second main rail are concentric arc curve rails.
In the technical scheme, one end of the first track far away from the second turnout is inscribed with one end of the first main track far away from the second turnout, so that the railway vehicle switches at the tangent point of the first main track and the first track, and meanwhile, the deflection direction of the first track is kept consistent with the deflection direction of the first main track by limiting the first track to be an arc curve track with the bending direction of the first main track facing the same side, so that the railway vehicle is prevented from steering in the opposite direction after switching, and meanwhile, the turning radius of the railway vehicle can be kept unchanged in the running process of entering the first track after switching. The second support rail comprises a curve support rail and a straight support rail, one end of the curve support rail far away from the first turnout is circumscribed with one end of the second main rail far away from the first turnout, so that the railway vehicle switches at the tangent point of the curve support rail and the second main rail, and meanwhile, the curve support rail is limited to be an arc curve rail with the bending direction being different from the bending direction of the second main rail, so that the turning radius of the railway vehicle is not changed when the railway vehicle runs on the curve support rail, and the railway vehicle is kept stable in the switching process. The first track is connected with the curve track through the straight line track to realize the intercommunication between first main track and the second main track, specifically, the one end that first switch was kept away from to the straight line track is connected with the curve track, and the one end that the second switch was kept away from to the straight line track is connected with first track, realizes switching on of first track and curve track, and simultaneously, straight line track and first track and curve track tie point are the tangent point of straight line track and first track and curve track respectively, so that the tie point smooth transition of straight line track and first track and curve track is favorable to keeping rail vehicle's running stability, and factor of safety is high. It can be understood that if a large included angle exists at the connecting point of the curved track and the straight track, the sharp turning of the railway vehicle is easy to be caused, and the railway vehicle is easy to cause accidents such as derailment or rollover under the inertia effect. The first main rail and the second main rail are further limited to be concentric circular arc curve tracks, so that the bending amplitude of the first main rail and the second main rail is kept consistent, the first main rail and the second main rail cannot cross, and the arrangement of track lines is facilitated.
In the above technical scheme, the first switch is arranged at the tangential point of the first main rail and the first branch rail to switch the first main rail and the first branch rail; the second switch is arranged at the tangential point of the second main rail and the curve support rail so as to switch the second main rail and the second support rail.
According to the technical scheme, the first switch and the second switch are respectively arranged at the tangential points of the first main rail and the first branch rail and the tangential points of the second main rail and the curved branch rail, so that the first main rail and the first branch rail are switched through the first switch, and the second main rail and the curved branch rail are switched through the second switch, therefore, when the railway vehicle needs to be subjected to track switching, the railway vehicle can drive into the first branch rail and the second branch rail from the first main rail by operating the first switch or the second switch, and then drive into the second main rail, and when the railway vehicle does not need to be subjected to track switching, the railway vehicle can still drive to the switch position through operating the first main rail and the second main rail, and still drive along the first main rail or the second main rail, so that the comprehensive utilization of the turnout structure is realized, and the dispatching efficiency of the railway vehicle is improved.
In the technical scheme, the track on the side of the first support rail far away from the circle center is intersected with the track on the side of the first main rail close to the circle center, and a first frog is formed; the track of one side of the second main rail far away from the circle center intersects with the track of one side of the second branch rail close to the circle center of the second main rail, and forms a second frog.
In the technical scheme, the track on the side far away from the center of the circle of the first track rail is intersected with the track on the side close to the center of the circle of the first main rail to form the first frog, and the two intersected tracks form the first switch rail, so that the railway vehicle can accurately transit when passing through the intersection of the first switch rail, and is kept relatively stable. Similarly, the rail on the side far away from the center of the circle of the second main rail is intersected with the rail on the side close to the center of the circle of the second main rail of the second branch rail to form a second frog, and the two intersected rails form a second switch rail, so that the railway vehicle can accurately transit when passing through the intersection of the second switch rail, and the railway vehicle can be kept relatively stable.
In the technical scheme, the combined turnout structure further comprises two first guard rails and two second guard rails, wherein the two first guard rails are respectively arranged on the inner sides of the two outer side rails on two sides of the first frog, and the two first guard rails are correspondingly arranged with the first frog; the two second guard rails are respectively arranged on the inner sides of the two outer side rails on the two sides of the second frog, and the two second guard rails are correspondingly arranged with the second frog.
In the technical scheme, two tracks which are not intersected by the first main track and the first stock rails form first stock rails, two first guard rails are arranged on the inner sides of two outer tracks on two sides of the first frog (namely, on the inner sides of the two first stock rails), the two first guard rails are arranged corresponding to the first frog, and a gap capable of accommodating wheels of a railway vehicle to pass through is reserved between each first guard rail and the corresponding stock rail, so that when the railway vehicle runs along the first main track or the first stock rail and passes through the first frog, the wheels of the railway vehicle are guided to enter the gap through the first guard rails and run along the established track. Similarly, the two tracks which are not intersected by the second main track and the second stock track form a second stock track, two second guard rails are arranged on the inner sides of the two outer tracks on two sides of the second frog (namely, the inner sides of the two second stock tracks), the two second guard rails are arranged corresponding to the second frog, and a gap capable of allowing wheels of a railway vehicle to pass through exists between each second guard rail and the corresponding stock track, so that when the railway vehicle runs along the second main track or the second stock track and passes through the second frog, the railway vehicle is guided to enter the gap through the second guard rails and run along the set track.
It should be noted that, there is some harmful space in the intersection of frog, and when the wheel of rail vehicle passes through this harmful space, it is possible to produce axial offset, causes the wheel to collide with the frog center of frog, and the circumstances may lead to the wheel derailment when serious, can effectively restrict the axial offset of wheel through setting up the guardrail, has improved the security when rail vehicle passes through the frog.
In the above technical scheme, the included angle between the two tracks forming the first frog is a first included angle, and the first included angle is related to the curvature radiuses of the first main track, the second main track, the first support track and the curved support track.
In this technical solution, the included angle of the two rails (i.e. the first switch rail) forming the first frog is a first included angle α, the magnitude of which is related to the radii of curvature of the first main rail, the second main rail, the first stock rail and the curved stock rail, and in the case of a determined radius of curvature of the first main rail and the second main rail, according to the following formula:
And multiple groups of data can be selected for the curvature radius of the first support rail and the curvature radius of the curve support rail, so that a first included angle alpha when the total length of the support rail is minimum is obtained.
Wherein L is the total length of the track (i.e. the sum of the lengths of the first track and the second track), R is the radius of curvature of the second main track, B is the distance between the center line of the first main track and the center line of the second main track, R+B is the radius of curvature of the first main track, R 1 is the radius of curvature of the first track, and R 2 is the radius of curvature alpha of the curved track.
In the above technical solution, the range of values of the radius of curvature of the first main rail and the radius of curvature of the second main rail is a first range, and the range of values of the radius of curvature of the first track and the radius of curvature of the curved track is a second range.
In this technical solution, the range of values of the radius of curvature of the first main rail and the radius of curvature of the second main rail is defined as a first range, so that the overall occupation area of the switch structure is kept within a reasonable range, alternatively, the first range is 200 meters to 5000 meters, and more specifically, the first range is 500 meters to 1000 meters. It will be appreciated that if the radii of curvature of the first and second main rails are too small, this may result in an increase in the lateral dimensions of the combined switch structure, easily exceeding the dimensional limits of the track lines or stations; if the radius of curvature of the first main rail and the second main rail is too large, the bending degree of the first main rail and the second main rail is reduced and approaches to a linear rail, and at this time, the advantage of the combined turnout structure is no longer obvious, so that the alternative scheme of the prior art exists. In addition, the curvature radius of the first track and the curvature radius of the curve track are limited to be in a second range, so that the connection requirements of the first track and the second track are met, the lengths of the first track and the second track are shortened as much as possible, the occupied area is reduced, the second range is optionally 150 meters to 1000 meters, and more specifically, the second range is 150 meters to 300 meters. It should be noted that, in order to make the railway vehicle smoothly transition between the curved track and the straight track, the connection points of the straight track and the first track and the curved track are the tangent points of the straight track and the first track and the curved track respectively, if the curvature radius of the first track and the curved track is too small, the transverse dimension of the combined turnout structure is easily increased, which is not beneficial to reducing the occupied area; if the curvature radius of the first track and the curve track is too large, the length of the straight track is greatly increased, and the overall occupied area of the combined turnout structure is obviously increased.
In the above technical scheme, a first distance exists between the center line of the first main rail and the center line of the second main rail, and the value range of the first distance is a third range.
In the technical scheme, a first distance exists between the central line of the first main rail and the central line of the second main rail, and the value range of the first distance is a third range, so that the first main rail and the second main rail keep reasonable distance, and optionally the third range is 4.2 meters to 20 meters. It should be noted that, in order to reduce the size of the combined switch structure, the distance between the center line of the first main rail and the center line of the second main rail should be as small as possible under the condition of meeting the related standards of the line arrangement, but if the distance is too small, the related standard requirements are not met, and if the distance is too large, on one hand, the length of the first track and the length of the second track are increased, and on the other hand, the transverse dimension of the combined switch structure is increased, so that the occupied area is enlarged, and the dimension requirements of the station may be exceeded.
In the above technical solution, the length range of the linear track is the fourth range.
In the technical scheme, the length of the linear track is limited to a fourth range, so that the linear track meets the connection requirements of the first track and the curve track, and optionally, the fourth range is 10 meters to 25 meters. It should be noted that, if the length of the straight line track is too short, when the track vehicle transitions from the first track to the straight line track, the front part of the same carriage may drive into the curved track, while the tail part is still on the first track, resulting in inconsistent front-rear running direction of the same carriage, the carriage receives the action of torsional stress, the carriage is easy to be damaged, and potential safety hazard is easy to be generated; the length of the straight line support rail is too long, which can cause the increase of the whole area of the combined turnout structure, and is unfavorable for reducing the occupied area.
In the technical scheme, the first support rail is an arc curve rail, the bending direction of the first support rail and the bending direction of the first main rail face the same side, and one end of the first support rail far away from the second turnout is inscribed with one end of the first main rail far away from the second turnout; the second support rail is a linear rail, one end of the second support rail is tangent to one end of the second main rail, which is far away from the first turnout, the other end of the second support rail is connected with one end of the first support rail, which is close to the second turnout, and the connecting point is the tangent point of the second support rail and the first support rail.
In the technical scheme, one end of the first track far away from the second turnout is inscribed with one end of the first main track far away from the second turnout, so that the railway vehicle switches at the tangent point of the first main track and the first track, and meanwhile, the deflection direction of the first track is kept consistent with the deflection direction of the first main track by limiting the first track to be an arc curve track with the bending direction of the first main track facing the same side, so that the railway vehicle is prevented from steering in the opposite direction after switching, and meanwhile, the turning radius of the railway vehicle can be kept unchanged in the running process of entering the first track after switching. The second support rail is a linear rail, one end of the linear rail is tangent to one end of the second main rail far away from the first turnout, so that the railway vehicle switches at the tangent point of the linear rail and the second main rail, and the railway vehicle keeps stable in the switching process. The other end of the second support rail is connected with the first support rail, so that conduction between the first main rail and the second main rail is realized, meanwhile, the connection point of the second support rail and the first support rail is the tangent point of the second support rail and the first support rail, so that the connection point of the second support rail and the first support rail is in smooth transition, the running stability of the railway vehicle is maintained, and the safety coefficient is high. It can be understood that if a large included angle exists at the connecting point of the curved track and the straight track, rapid turning of the railway vehicle is easy to be caused, and accidents such as derailment or rollover of the railway vehicle are easy to be caused under the inertia action. The first main rail and the second main rail are further limited to be concentric circular arc curve tracks, so that the bending amplitude of the first main rail and the second main rail is kept consistent, and the first main rail and the second main rail do not cross, thereby being beneficial to the arrangement of track lines.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 illustrates a plan view of a combined switch structure according to one embodiment of the present invention;
FIG. 2 shows a graph of a first included angle, according to an embodiment of the present invention;
fig. 3 shows a plan view of a combined switch structure according to one embodiment of the invention.
The correspondence between the reference numerals and the component names in fig. 1 to 3 is:
First turnout 1, first main rail 11, first stock rail 12, first switch 13, first frog 14, first guard rail 15, second turnout 2, second main rail 21, second stock rail 22, curve stock rail 221, straight stock rail 222, second switch 23, second frog 24, and second guard rail 25.
Detailed Description
In order that the above-recited objects, features and advantages of the present application will be more clearly understood, a more particular description of the application will be rendered by reference to the appended drawings and appended detailed description. It should be noted that, without conflict, the embodiments of the present application and features in the embodiments may be combined with each other.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those described herein, and therefore the scope of the present invention is not limited to the specific embodiments disclosed below.
A combined switch structure according to some embodiments of the present invention is described below with reference to fig. 1-3.
Example 1
As shown in fig. 1, the present embodiment provides a combined switch structure, which includes a first switch 1 and a second switch 2 that are connected to each other, where the first switch 1 includes a first main rail 11 and a first branch rail 12, the second switch 2 includes a second main rail 21 and a second branch rail 22, the first main rail 11 and the second main rail 21 are two arc curve rails with a bending direction facing the same side, and the first branch rail 12 is connected with the second branch rail 22, so that the first switch 1 and the second switch 2 are connected, and a rail vehicle is switched from the first main rail 11 to the second main rail 21 or from the second main rail 21 to the first main rail 11. Specifically, when the rail vehicle is switched from the first main rail 11 to the second main rail 21, the rail vehicle runs along the first main rail 11, switches at the switching point, sequentially runs into the first branch rail 12 and the second branch rail 22, then switches again, runs into the second main rail 21, and completes one rail switch. When the rail vehicle is switched from the second main rail 21 to the first main rail 11, the rail vehicle firstly runs along the second main rail 21, switches at the turning point, sequentially runs into the second branch rail 22 and the first branch rail 12, then switches again, runs into the first main rail 11, and completes the sequential rail switching.
Example two
As shown in fig. 1, the first switch 1 and the second switch 2 are further defined on the basis of the first embodiment. The first main rail 11 and the second main rail 21 are both circular arc curved rails, and the first main rail 11 is concentric with the second main rail 21. The first track 12 is a circular arc curve track with the bending direction facing the same side as the bending direction of the first main track 11, one end of the first main track 11 far away from the second turnout 2 is inscribed with one end of the first track 12 far away from the second turnout 2, and the railway vehicle switches at the tangent point to switch the track. The second track 22 includes a straight track 222 and a curved track 221 which are connected, wherein the curved track 221 and the second main track 21 are curved in a curved track with different directions towards two sides, one end of the second main track 21 away from the first switch 1 is circumscribed with one end of the curved track 221 away from the first switch 1, and the railway vehicle switches at a tangent point and switches the track. The two ends of the straight line support rail 222 are respectively connected with one end of the first support rail 12 facing the second turnout 2 and one end of the curve support rail 221 facing the first turnout 1, the connection position of the straight line support rail 222 and the first support rail 12 is the tangential point position of the straight line support rail 222 and the first support rail 12, and the connection position of the straight line support rail 222 and the curve support rail 221 is the tangential point position of the straight line support rail 222 and the curve support rail 221. During the track switching of the railway vehicle between the first switch 1 and the second switch 2, each switch is at the tangent point of the two tracks, so that the transition is relatively smooth.
Further, at the point of tangency of the first main rail 11 and the first branch rail 12 and the point of tangency of the second main rail 21 and the curved branch rail 221, a first switch 13 and a second switch 23 are provided, respectively, and the first main rail 11 and the first branch rail 12 are track-switched by operating the first switch 13 and the second main rail 21 and the curved branch rail 221 are track-switched by operating the second switch 23. Furthermore, it is possible to determine whether to operate the first switch 13 and the second switch 23 according to the running demand of the railway vehicle, specifically, when the railway vehicle needs to make a track switch between the first main rail 11 and the second main rail 21, the first switch 13 and the second switch 23 are operated to make the railway vehicle run to the switch point to switch the track; when the rail vehicle does not need to switch between a main rail and the second main rail 21, the first switch 13 and the second switch 23 do not need to be operated, and the rail vehicle runs to the switch point and does not switch, and continues to run along the first main rail 11 or the second main rail 21.
Example III
As shown in fig. 1, the combined switch structure further includes a first frog 14 and a second frog 24, in accordance with the second embodiment. The first frog 14 is formed by crossing one track of the first main rail 11 near the center side with one track of the first stock rail 12 far away from the center side, and the two tracks forming the first frog 14 form a first point rail, and a gap is arranged at the intersection point of the first point rail so that wheels of the railway vehicle can normally pass through the intersection point of the first point rail; the second frog 24 is formed by crossing one track of the second main rail 21 on the side remote from the centre of the circle with one track of the second stock rail 22 on the side close to the centre of the circle of the second main rail 21, and likewise the two tracks forming the second frog 24 form a second point rail, with a gap being provided at the intersection of the second point rails so that the wheels of the railway vehicle can normally pass at the intersection of the second point rails.
Example IV
As shown in fig. 1, on the basis of the third embodiment, the combined switch structure further includes a first guard rail 15 and a second guard rail 25, two tracks where the first main rail 11 and the first track 12 do not intersect form a first stock rail, two tracks where the second main rail 21 and the second track 22 do not intersect form a second stock rail, two first guard rails 15 are respectively disposed on the inner sides of two outer tracks (i.e., the first stock rails) on both sides of the first frog 14, each first guard rail 15 is disposed corresponding to the first frog 14, and a gap channel for accommodating the wheels of the railway vehicle is disposed between each first guard rail 15 and the corresponding stock rail, so that when the railway vehicle passes through the first frog 14, the outer wheels are guided by the first guard rail 15, so that the outer wheels enter the gap channel and travel along a predetermined line, and lateral displacement of the outer wheels is limited by the guard rails, so as to prevent lateral displacement of the outer wheels from occurring when the inner wheels pass through the gap at the first frog 14, and to effectively avoid derailment. Similarly, two second guard rails 25 are respectively disposed on the inner sides of two outer side rails (i.e., second stock rails) on both sides of the second frog 24, each second guard rail 25 is disposed corresponding to the second frog 24, and a gap for accommodating the wheels of the railway vehicle is disposed between each second guard rail 25 and the corresponding second stock rail, so as to limit the lateral displacement of the outer side wheels by the second guard rail 25 when the wheels pass through the second frog 24, and prevent the inner side wheels from being laterally offset when passing through the gap at the second frog 24, so as to avoid derailment.
Example five
As shown in fig. 1, on the basis of the third embodiment, the included angle of the two rails (i.e., the first switch rail) forming the first frog 14 is a first included angle α, and the magnitude of the first included angle α is related to the radii of curvature of the first main rail 11, the second main rail 21, the first stock rail 12 and the curved stock rail 221, and in the case that the radii of curvature of the first main rail 11 and the second main rail 21 are determined, the following formula is used:
the first included angle α can be obtained when the total length of the track is the smallest by selecting a plurality of sets of data for the radii of curvature of the first track 12 and the curved track 221.
Where L is the total length of the track (i.e., the sum of the lengths of the first track 12 and the second track 22), R is the radius of curvature of the second main track 21, B is the distance between the center line of the first main track 11 and the center line of the second main track 21, r+b is the radius of curvature of the first main track 11, R 1 is the radius of curvature of the first track 12, and R 2 is the radius of curvature α of the curved track 221.
Further, the radius of curvature r+b of the first main rail 11 and the radius of curvature R of the second main rail 21 have a value in a first range of 200 meters to 5000 meters, more specifically, a first range of 500 meters to 1000 meters. The radius of curvature of the first track 12 and the radius of curvature of the curved track 221 range from a second range of 150 meters to 1000 meters, more specifically, from 150 meters to 300 meters.
Further, the distance B between the center line of the first main rail 11 and the center line of the second main rail 21 has a value in a third range of 4.2 meters to 20 meters.
Further, the linear rail 222 has a fourth range of values, which is 10 meters to 25 meters.
Specifically, when determining r=600m and b=4.2m, four sets of values are selected for R 1、r2, including r1＝r2＝150m,r1＝r2＝200m,r1＝r2＝250m,r1＝r2＝300m,, fitting the mapping relationship between the first included angle α and the total length L of the track according to the above formula under the above four sets of values, and obtaining a fitting curve of the first included angle α and the total length L of the track, as shown in fig. 2, it is known that the total length L of the track is minimum when the first included angle α is about 0.2 rad.
Example six
As shown in fig. 1, the combined switch structure comprises a first switch 1 and a second switch 2 which are connected with each other, wherein the first switch 1 comprises a first main rail 11 and a first branch rail 12, the second switch 2 comprises a second main rail 21 and a second branch rail 22, the first main rail 11 and the second main rail 21 are two concentric arc curve rails with the bending direction facing the same side, and the first branch rail 12 is connected with the second branch rail 22. Specifically, the first track 12 is a circular arc curve track with the bending direction facing the same side as the bending direction of the first main track 11, one end of the first main track 11 far away from the second turnout 2 is inscribed with one end of the first track 12 far away from the second turnout 2, and the railway vehicle switches at the tangent point to switch the track. The second track 22 includes a straight track 222 and a curved track 221 which are connected, wherein the curved track 221 and the second main track 21 are curved in a curved track with different directions towards two sides, one end of the second main track 21 away from the first switch 1 is circumscribed with one end of the curved track 221 away from the first switch 1, and the railway vehicle switches at a tangent point and switches the track. The two ends of the straight line support rail 222 are respectively connected with one end of the first support rail 12 facing the second turnout 2 and one end of the curve support rail 221 facing the first turnout 1, the connection position of the straight line support rail 222 and the first support rail 12 is the tangential point position of the straight line support rail 222 and the first support rail 12, and the connection position of the straight line support rail 222 and the curve support rail 221 is the tangential point position of the straight line support rail 222 and the curve support rail 221.
Further, at the point of tangency of the first main rail 11 and the first branch rail 12 and the point of tangency of the second main rail 21 and the curved branch rail 221, a first switch 13 and a second switch 23 are provided, respectively, and the first main rail 11 and the first branch rail 12 are track-switched by operating the first switch 13 and the second main rail 21 and the curved branch rail 221 are track-switched by operating the second switch 23.
Still further, the combined switch structure also includes a first frog 14 and a second frog 24. The first frog 14 is formed by crossing one track of the first main rail 11 near the center side with one track of the first stock rail 12 far away from the center side, and the two tracks forming the first frog 14 form a first point rail, and a gap is arranged at the intersection point of the first point rail so that wheels of the railway vehicle can normally pass through the intersection point of the first point rail; the second frog 24 is formed by crossing one track of the second main rail 21 on the side away from the centre of the circle with one track of the second stock rail 22 on the side close to the centre of the circle of the second main rail 21, and likewise the two tracks forming the second frog 24 form the second point rail as well, and a gap is provided at the intersection of the second point rail so that the vehicle of the railway vehicle can normally pass at the intersection of the second point rail.
Still further, the combined switch structure further comprises a first guard rail 15 and a second guard rail 25, wherein two non-intersecting tracks of the first main rail 11 and the first stock rail 12 form a first stock rail, two non-intersecting tracks of the second main rail 21 and the second stock rail 22 form a second stock rail, two first guard rails 15 are respectively arranged on the inner sides of two outer tracks (namely, the first stock rails) on two sides of the first frog 14, each first guard rail 15 is arranged corresponding to the first frog 14, and a gap channel capable of accommodating wheels of a railway vehicle to pass is arranged between each first guard rail 15 and the corresponding stock rail; similarly, two second guard rails 25 are respectively disposed on the inner sides of two outer side rails (i.e., second stock rails) on both sides of the second frog 24, each second guard rail 25 is disposed corresponding to the second frog 24, and an inter-channel for accommodating the wheels of the railway vehicle is disposed between each second guard rail 25 and the corresponding second stock rail, and when the wheels pass through the first frog 14 or the second frog 24, the lateral displacement of the outer side wheels is restricted by the first guard rail 15 or the second guard rail 25, so as to prevent the lateral displacement of the inner side wheels when the wheels pass through the gap at the second frog 24, thereby avoiding derailment.
Example seven
As shown in fig. 3, the combined switch structure comprises a first switch 1 and a second switch 2 which are connected with each other, wherein the first switch 1 comprises a first main rail 11 and a first branch rail 12, the second switch 2 comprises a second main rail 21 and a second branch rail 22, the first main rail 11 and the second main rail 21 are two concentric arc curve rails with the bending direction facing the same side, and the first branch rail 12 is connected with the second branch rail 22. Specifically, the first track 12 is a circular arc curve track with the bending direction facing the same side as the bending direction of the first main track 11, one end of the first main track 11 far away from the second turnout 2 is inscribed with one end of the first track 12 far away from the second turnout 2, and the railway vehicle switches at the tangent point to switch the track. The second track 22 is a straight track, one end of the second main track 21 far away from the first turnout 1 is circumscribed with one end of the second track 22 far away from the first turnout 1, and the railway vehicle switches at the tangent point to switch the track. The other end of the second track 22 is connected with one end of the first track 12 facing the second turnout 2, and the connection part of the second track 22 and the first track 12 is the tangential point of the second track 22 and the first track 12.
Further, at the point of tangency of the first main rail 11 and the first branch rail 12 and the point of tangency of the second main rail 21 and the second branch rail 22, a first switch 13 and a second switch 23 are provided, respectively, and the first main rail 11 and the first branch rail 12 are switched in track by operating the first switch 13, and the second main rail 21 and the second branch rail 22 are switched in track by operating the second switch 23.
Still further, the combined switch structure also includes a first frog 14 and a second frog 24. The first frog 14 is formed by crossing one track of the first main rail 11 near the center side with one track of the first stock rail 12 far away from the center side, and the two tracks forming the first frog 14 form a first point rail, and a gap is arranged at the intersection point of the first point rail so that wheels of the railway vehicle can normally pass through the intersection point of the first point rail; the second frog 24 is formed by crossing one track of the second main rail 21 on the side far from the center of the circle with one track of the second stock rail 22 on the side near the center of the circle of the second main rail 21, and likewise, the two tracks forming the second frog 24 form a second point rail, and a gap is provided at the intersection of the second point rail so that the vehicle of the railway vehicle can normally pass at the intersection of the second point rail.
Still further, the combined switch structure further comprises a first guard rail 15 and a second guard rail 25, wherein two non-intersecting tracks of the first main rail 11 and the first stock rail 12 form a first stock rail, two non-intersecting tracks of the second main rail 21 and the second stock rail 22 form a second stock rail, two first guard rails 15 are respectively arranged on the inner sides of two outer tracks (namely, the first stock rails) on two sides of the first frog 14, each first guard rail 15 is arranged corresponding to the first frog 14, and a gap channel capable of accommodating wheels of a railway vehicle to pass is arranged between each first guard rail 15 and the corresponding stock rail; similarly, two second guard rails 25 are respectively disposed on the inner sides of two outer side rails (i.e., second stock rails) on both sides of the second frog 24, each second guard rail 25 is disposed corresponding to the second frog 24, and an inter-channel for accommodating the wheels of the railway vehicle is disposed between each second guard rail 25 and the corresponding second stock rail, and when the wheels pass through the first frog 14 or the second frog 24, the lateral displacement of the outer side wheels is restricted by the first guard rail 15 or the second guard rail 25, so as to prevent the lateral displacement of the inner side wheels when the wheels pass through the gap at the second frog 24, thereby avoiding derailment.
The technical scheme of the invention is described in detail by combining the drawings, can be suitable for conversion between two curved tracks, can effectively reduce the occupied area, reduces the construction cost, is beneficial to application in small and medium-sized rail transit stations, and has wide application range.
In the present invention, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more, unless expressly defined otherwise. The terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; "coupled" may be directly coupled or indirectly coupled through intermediaries. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "left", "right", "front", "rear", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or units referred to must have a specific direction, be constructed and operated in a specific direction, and thus should not be construed as limiting the present invention.
In the description of the present specification, the terms "one embodiment," "some embodiments," "particular embodiments," and the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A combined turnout structure is used for a track line and is characterized by comprising a first turnout and a second turnout,
The first rail includes a first main rail and a first branch rail,
The second switch comprises a second main rail and a second branch rail,
The first support rail is connected with the second support rail to realize the track conversion of the railway vehicle between the first main rail and the second main rail,
The first main rail and the second main rail are two arc curve rails with the bending directions facing the same side;
The first support rail is an arc curve rail, the bending direction of the first support rail and the bending direction of the first main rail face the same side, and one end of the first support rail far away from the second turnout is inscribed with one end of the first main rail far away from the second turnout;
The second support rail comprises a curve support rail and a straight support rail, the curve support rail is an arc curve rail, the bending direction of the curve support rail and the bending direction of the second main rail face two different sides, and one end of the curve support rail far away from the first turnout is circumscribed with one end of the second main rail far away from the first turnout;
one end of the straight line support rail is connected with one end of the first support rail close to the second turnout, the connecting point is the tangent point of the straight line support rail and the first support rail, the other end of the straight line support rail is connected with one end of the curve support rail close to the first turnout, the connecting point is the tangent point of the straight line support rail and the curve support rail,
The first main rail and the second main rail are concentric circular arc curve rails.
2. The combination switch structure of claim 1, further comprising:
the first switch is arranged at the tangential point of the first main rail and the first branch rail so as to switch the first main rail and the first branch rail;
and the second switcher is arranged at the tangential point of the second main rail and the curve branch rail so as to switch the second main rail and the second branch rail.
3. The combination switch structure of claim 1, wherein,
The track on the side of the first support rail far away from the circle center is intersected with the track on the side of the first main rail close to the circle center, and a first frog is formed;
The track on one side of the second main rail far away from the circle center is intersected with the track on one side of the second branch rail close to the circle center of the second main rail, and a second frog is formed.
4. The combination switch structure of claim 3, further comprising two first guard rails and two second guard rails,
The two first guard rails are respectively arranged on the inner sides of the two outer side rails on the two sides of the first frog, and the two first guard rails are arranged corresponding to the first frog;
The two second guard rails are respectively arranged on the inner sides of the two outer side rails on the two sides of the second frog, and the two second guard rails are correspondingly arranged with the second frog.
5. The combination switch structure of claim 3, wherein,
The included angle between the two tracks forming the first frog is a first included angle, and the first included angle is related to the curvature radiuses of the first main track, the second main track, the first support track and the curve support track.
6. The combination switch structure according to any one of claims 1 to 5, characterized in that,
The range of the curvature radius of the first main rail and the range of the curvature radius of the second main rail are a first range, and the range of the curvature radius of the first support rail and the range of the curvature radius of the curve support rail are a second range.
7. The combination switch structure of claim 6, wherein,
A first interval exists between the center line of the first main rail and the center line of the second main rail, and the value range of the first interval is a third range.
8. The combination switch structure of claim 6, wherein said linear track has a length ranging from a fourth range.
9. A combined turnout structure is used for a track line and is characterized by comprising a first turnout and a second turnout,
The first rail includes a first main rail and a first branch rail,
The second switch comprises a second main rail and a second branch rail,
The first support rail is connected with the second support rail to realize the track conversion of the railway vehicle between the first main rail and the second main rail,
The first main rail and the second main rail are two arc curve rails with the bending directions facing the same side;
The first support rail is an arc curve rail, the bending direction of the first support rail and the bending direction of the first main rail face the same side, and one end of the first support rail far away from the second turnout is inscribed with one end of the first main rail far away from the second turnout;
The second support rail is a linear rail, one end of the second support rail is tangent to one end of the second main rail far away from the first turnout, the other end of the second support rail is connected with one end of the first support rail near the second turnout, the connecting point is the tangent point of the second support rail and the first support rail,
The first main rail and the second main rail are concentric circular arc curve rails.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910697146.9A CN110373957B (en) | 2019-07-30 | Combined turnout structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910697146.9A CN110373957B (en) | 2019-07-30 | Combined turnout structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110373957A CN110373957A (en) | 2019-10-25 |
| CN110373957B true CN110373957B (en) | 2024-11-19 |
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201330353Y (en) * | 2008-11-25 | 2009-10-21 | 鞍钢集团矿业公司 | Narrow gage cross-over switch device |
| RU131382U1 (en) * | 2013-03-12 | 2013-08-20 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Петербургский государственный университет путей сообщения" | RAILWAY ARROW |
| CN210481908U (en) * | 2019-07-30 | 2020-05-08 | 中国铁建重工集团股份有限公司道岔分公司 | Combined turnout structure |
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201330353Y (en) * | 2008-11-25 | 2009-10-21 | 鞍钢集团矿业公司 | Narrow gage cross-over switch device |
| RU131382U1 (en) * | 2013-03-12 | 2013-08-20 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Петербургский государственный университет путей сообщения" | RAILWAY ARROW |
| CN210481908U (en) * | 2019-07-30 | 2020-05-08 | 中国铁建重工集团股份有限公司道岔分公司 | Combined turnout structure |
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