阅读说明：本技术 道岔系统和具有其的轨道交通系统及控制方法 (Switch system, rail transit system with switch system and control method ) 是由 崔桃华 颜学刚 杨志荣 谢志斌 潘灿辉 于 2019-11-29 设计创作，主要内容包括：本发明公开了一种道岔系统和轨道交通系统及控制方法,所述道岔系统包括：至少一个第一股道,第一股道上设有第一导向梁；至少两个第二股道,每个第二股道上设有第二导向梁,每个第二股道的一端均与第一股道的一端相连以形成分岔口,每个第二股道的第二导向梁和第一导向梁在分岔口处间隔设置,分岔口处设有至少两个股道线圈,每个股道线圈对应一个所述第二股道,股道线圈沿对应的第二股道的延伸方向设置；道岔控制器,道岔控制器与至少两个股道线圈均电连接。根据本发明的道岔系统,机电设备少,故障率低,且故障后的维修时间短,可以降低成本。与轨道车辆配合使用时,可以实现电磁式导向,使轨道车辆进入相应的第二股道。(The invention discloses a turnout system, a rail transit system and a control method, wherein the turnout system comprises: the first strand is provided with a first guide beam; each second track is provided with a second guide beam, one end of each second track is connected with one end of the first track to form a bifurcation, the second guide beam and the first guide beam of each second track are arranged at intervals at the bifurcation, at least two track coils are arranged at the bifurcation, each track coil corresponds to one second track, and the track coils are arranged along the extending direction of the corresponding second track; and the turnout controller is electrically connected with the at least two track coils. The turnout system provided by the invention has the advantages of less electromechanical equipment, low failure rate, short maintenance time after failure and capability of reducing the cost. When the guide rail is matched with a rail vehicle for use, electromagnetic guide can be realized, so that the rail vehicle enters a corresponding second station track.)

1. A switch system, comprising:

the device comprises at least one first strand, at least one second strand and at least one third strand, wherein a first guide beam is arranged on the first strand;

each second track is provided with a second guide beam, one end of each second track is connected with one end of the first track to form a bifurcation, the second guide beam and the first guide beam of each second track are arranged at the bifurcation at intervals, at least two track coils are arranged at the bifurcation, each track coil corresponds to one second track, and the track coils are arranged along the extending direction of the corresponding second track;

and the turnout controller is electrically connected with at least two of the track coils.

2. The switch system as claimed in claim 1, wherein each of said track coils is disposed on a centerline of the corresponding said second track.

3. The switch system as claimed in claim 1 or 2, wherein a vehicle sensor is provided at an end of said first track adjacent to said switch, said vehicle sensor being in communication with said switch controller.

4. The switch system as claimed in claim 1 or 2, further comprising:

and the standby power supply is electrically connected with the turnout controller and the track coil.

5. The switch system as claimed in claim 1 or 2, further comprising:

and the turnout platform is arranged between two adjacent second tracks and is provided with the turnout controller.

6. The switch system as claimed in claim 1 or 2, wherein an end of each of the first guide beam and the second guide beam adjacent to the branch point is gradually reduced in width in a direction toward a center of the branch point.

7. The turnout system according to claim 1 or 2, wherein the first guide beam is arranged on an upper surface of the first track, the upper surfaces of the first track on two sides of the first guide beam are first running surfaces, the side surface of the first guide beam is a first guide surface, and the top surface of the first guide beam is a first safety surface;

the second guide beam is arranged on the upper surface of the corresponding second strand channel, the upper surfaces of the second strand channel, which are positioned on two sides of the second guide beam, are second running surfaces, the side surface of the second guide beam is a second guide surface, and the top surface of the second guide beam is a second safety surface.

8. The switch system as claimed in claim 7, wherein the upper portion of the first guide beam is provided with a first anti-rollover member, which is located at the side of the first guide beam;

and a second anti-rollover piece is arranged at the upper part of the second guide beam and is positioned on the side surface of the second guide beam.

9. The turnout system according to claim 7, wherein a first guard rail is respectively arranged on two sides of the first track in the width direction;

and second protective railings are respectively arranged on two sides of the second track in the width direction.

10. A rail transit system, comprising:

a switch system according to any one of claims 1 to 9;

the railway vehicle is suitable for walking on the turnout system, at least one vehicle-mounted receiving coil is arranged on the railway vehicle and is suitable for being coupled with the track coil of the turnout system, and when the railway vehicle walks to the bifurcation, the active steering device of the railway vehicle controls the railway vehicle to actively steer to enter one of at least two second tracks.

11. The method of claim 10, further comprising a vehicle sensor disposed at an end of the first track proximate the junction, the vehicle sensor being communicatively coupled to the switch controller,

the control method comprises the following steps:

when the rail vehicle passes through the vehicle sensor, the vehicle sensor transmits a signal to the turnout controller;

the turnout controller controls the corresponding track coil to be electrified;

after the rail vehicle drives above the track coil, the two vehicle-mounted receiving coils are respectively coupled with the track coil and feed respective voltage signals back to a steering controller of the rail vehicle;

the steering controller calculates the deviation distance of the rail vehicle from the corresponding second station track according to the difference value of the voltage signals of the two vehicle-mounted receiving coils;

when the deviation distance is larger than zero, the steering controller controls the railway vehicle to steer so that the railway vehicle follows the track coil to steer;

when the deviation distance is equal to zero, the rail vehicle continues to travel in the current direction.

12. The method as claimed in claim 11, wherein when the rail vehicle passes the vehicle sensor, the vehicle sensor transmits the signal to a ground signal system, and the ground signal system transmits predetermined route information to the switch controller.

Technical Field

The invention relates to the technical field of rail transit, in particular to a turnout system, a rail transit system with the turnout system and a control method.

Background

In the related art, mechanical turnouts are generally adopted as turnouts in a rail transit system, the number of turnout mechanical devices is large, the failure rate is high, and the maintenance time after failure is long, so that the line construction cost and the maintenance cost are increased.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. To this end, it is an object of the invention to propose a switch system which has relatively few electromechanical devices, a low failure rate and a short maintenance time after failure, so that costs can be reduced.

Another object of the present invention is to provide a rail transit system having the above switch system.

Still another object of the present invention is to provide a control method using the above rail transit system.

A switch system according to an embodiment of the first aspect of the invention, comprising: the device comprises at least one first strand, at least one second strand and at least one third strand, wherein a first guide beam is arranged on the first strand; each second track is provided with a second guide beam, one end of each second track is connected with one end of the first track to form a bifurcation, the second guide beam and the first guide beam of each second track are arranged at the bifurcation at intervals, at least two track coils are arranged at the bifurcation, each track coil corresponds to one second track, and the track coils are arranged along the extending direction of the corresponding second track; and the turnout controller is electrically connected with at least two of the track coils.

According to the turnout system provided by the embodiment of the invention, at least two track coils are arranged at the bifurcation, each track coil is arranged along the extending direction of the corresponding second track, and the at least two track coils are electrically connected with the turnout controller, so that the turnout system has the advantages of less electromechanical equipment, low failure rate and short maintenance time after failure, and the cost can be reduced. When the electromagnetic guide device is used in cooperation with a rail vehicle comprising at least one vehicle-mounted receiving coil coupled with a track coil, electromagnetic guide can be realized, so that the rail vehicle enters a corresponding second track.

According to some embodiments of the invention, each of the track coils is disposed on a center line of the corresponding second track.

According to some embodiments of the invention, a vehicle sensor is disposed at an end of the first track adjacent to the switch, and the vehicle sensor is in communication with the switch controller.

According to some embodiments of the invention, the switch system further comprises: and the standby power supply is electrically connected with the turnout controller and the track coil.

According to some embodiments of the invention, the switch system further comprises: and the turnout platform is arranged between two adjacent second tracks and is provided with the turnout controller.

According to some embodiments of the invention, an end of the first guide beam and each of the second guide beams adjacent to the branch point is gradually reduced in width in a direction toward a center of the branch point.

According to some embodiments of the present invention, the first guide beam is disposed on an upper surface of the first track, the upper surface of the first track on both sides of the first guide beam is a first running surface, the side surface of the first guide beam is a first guide surface, and the top surface of the first guide beam is a first safety surface; the second guide beam is arranged on the upper surface of the corresponding second strand channel, the upper surfaces of the second strand channel, which are positioned on two sides of the second guide beam, are second running surfaces, the side surface of the second guide beam is a second guide surface, and the top surface of the second guide beam is a second safety surface.

According to some embodiments of the invention, the upper portion of the first guide beam is provided with a first anti-rollover element, which is located at a side of the first guide beam; and a second anti-rollover piece is arranged at the upper part of the second guide beam and is positioned on the side surface of the second guide beam.

According to some embodiments of the invention, the first guard rails are respectively arranged on two sides of the first track in the width direction; and second protective railings are respectively arranged on two sides of the second track in the width direction.

The rail transit system according to the embodiment of the second aspect of the invention comprises: a switch system according to the embodiment of the first aspect of the invention; the railway vehicle is suitable for walking on the turnout system, at least one vehicle-mounted receiving coil is arranged on the railway vehicle and is suitable for being coupled with the track coil of the turnout system, and when the railway vehicle walks to the bifurcation, the active steering device of the railway vehicle controls the railway vehicle to actively steer to enter one of at least two second tracks.

According to a third aspect of the present invention, the rail transit system is the rail transit system according to the second aspect of the present invention, the rail transit system further includes a vehicle sensor disposed at an end of the first track adjacent to the branch point, the vehicle sensor is communicatively connected to the switch controller,

the control method comprises the following steps:

when the rail vehicle passes through the vehicle sensor, the vehicle sensor transmits a signal to the turnout controller;

the turnout controller controls the corresponding track coil to be electrified;

after the rail vehicle drives above the track coil, the two vehicle-mounted receiving coils are respectively coupled with the track coil and feed respective voltage signals back to a steering controller of the rail vehicle;

the steering controller calculates the deviation distance of the rail vehicle from the corresponding second station track according to the difference value of the voltage signals of the two vehicle-mounted receiving coils;

when the deviation distance is larger than zero, the steering controller controls the railway vehicle to steer so that the railway vehicle follows the track coil to steer;

when the deviation distance is equal to zero, the rail vehicle continues to travel in the current direction.

According to some embodiments of the invention, when the rail vehicle passes the vehicle sensor, the vehicle sensor transmits the signal to a ground signal system, which sends predetermined route information to the switch controller.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic diagram of a switch system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of the induction principle of two vehicle-mounted receiving coils and a station track coil of a rail transit system according to an embodiment of the invention;

FIG. 3 is a schematic illustration of a rail vehicle and a first track of a rail transit system according to an embodiment of the present invention;

FIG. 4 is a schematic view of the first track shown in FIG. 3.

Reference numerals:

a switch system 100;

a first strand 1; a first guide beam 11;

a first running surface 12; a first guide surface 13; a first security face 14;

a first anti-rollover piece 15; a first guard rail 16;

a second track 2; a second guide beam 21; a centerline 22;

a fork 3; a track coil 31;

a turnout controller 4; a vehicle inductor 5; a standby power supply 6; an inverter 7;

a turnout platform 8;

a rail vehicle 200; an in-vehicle receiving coil 201;

running wheels 202; a guide wheel 203;

a safety wheel 204; an escape door 205.

Detailed Description

Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.

A switch system 100 according to an embodiment of the present invention is described below with reference to fig. 1-4. The switch system 100 may be applied to a rail transit system. In the following description of the present application, the switch system 100 is applied to a rail transit system as an example.

As shown in fig. 1 to 4, the switch system 100 according to the first aspect of the present invention includes at least one first track 1, at least two second tracks 2, and a switch controller 4.

Specifically, the first track 1 is provided with a first guide beam 11. Each second track 2 is provided with a second guide beam 21. The rail vehicle 200 includes an active steering device, and when the rail vehicle 200 drives down a track beam (including a first track 1 and a second track 2) to enter a highway, the rail vehicle 200 may implement active steering through the active steering device, and at this time, the rail vehicle is a dual-purpose vehicle for a track and a rail. The rail vehicle 200, for example, a railroad track vehicle, may straddle the first guide beam 11 and the second guide beam 21. One end (e.g., the left end in fig. 1) of each second track 2 is connected to one end (e.g., the right end in fig. 1) of the first track 1 to form a branch point 3, and the second guide beam 21 and the first guide beam 11 of each second track 2 are disposed at a spacing at the branch point 3. When the rail vehicle 200 travels along the first track 1 to the branch point 3, the rail vehicle 200 travels to any one of the at least two second tracks 2. The rail dual-purpose vehicle can be a rail transit vehicle with two running modes of running along a rail and running on a road.

At least two track coils 31 are arranged at the branch point 3. The number of track coils 31 may correspond one-to-one to the number of second tracks 2. The track coil 31 may be a primary induction coil correspondingly laid at the above-mentioned one end of the second track 2 of the follow-up rail vehicle 200. Each track coil 31 corresponds to one second track 2, and each track coil 31 is arranged along the extending direction of the corresponding second track 2. Referring to fig. 1, the extending direction of each track coil 31 may be substantially the same as the extending direction of the second track 2. The switch controller 4 is electrically connected to both of the at least two track coils 31. The switch controller 4 may be a control device that controls the corresponding station coil 31 to be turned on or off according to the route information of the railway vehicle 200. Correspondingly, at least one vehicle-mounted receiving coil 201 may be disposed on the rail vehicle 200, the vehicle-mounted receiving coil 201 may be a secondary coil generating induced electromotive force, and the vehicle-mounted receiving coil 201 is adapted to be coupled with both of the at least two station coils 31. For example, when the rail vehicle 200 travels along the first track 1 to the branch point 3, the switch controller 4 may control the track coil 31 of the corresponding second track 2 to be energized, and when the rail vehicle 200 travels over the energized track coil 31, the on-board receiving coil 201 may be coupled to the track coil 31, so that the rail vehicle 200 obtains a signal for steering into the corresponding second track 2, thereby controlling the rail vehicle 200 to steer through the active steering device.

Therefore, by adopting the electromagnetically-guided turnout system 100, compared with the traditional mechanical turnout, the turnout system 100 has the advantages of less electromechanical equipment, low failure rate and short maintenance time after failure, thereby reducing the cost. It is understood that the switch system 100 may be adapted for use with a variety of switch types, such as single switch, multiple switch, cross-over switch, etc.

According to the switch system 100 of the embodiment of the invention, at least two track coils 31 are arranged at the branch port 3, each track coil 31 is arranged along the extending direction of the corresponding second track 2, and the at least two track coils 31 are electrically connected with the switch controller 4, so that the switch system 100 has less electromechanical equipment, low failure rate and short maintenance time after failure, thereby reducing the cost. In conjunction with a rail vehicle 200 comprising at least one on-board receiver coil 201 coupled to the track coil 31, an electromagnetic guidance can be achieved for the rail vehicle 200 into the respective second track 2.

According to some embodiments of the invention, referring to fig. 1 in combination with fig. 2, each track coil 31 is arranged on the centerline 22 of the corresponding second track 2. Each track coil 31 now coincides with the centre line 22 of the corresponding second track 2. The rail vehicle 200 may be provided with two vehicle-mounted receiving coils 201 arranged at left and right intervals, and the two vehicle-mounted receiving coils 201 may be symmetrical left and right with respect to a longitudinal central axis of the rail vehicle 200. In this way, when the rail vehicle 200 enters the upper part of the energized track coil 31, the two vehicle-mounted receiving coils 201 each generate an induced electromotive force, and a corresponding voltage signal is fed back to the steering control unit of the rail vehicle 200, and the steering control unit can calculate the deviation direction, angle and distance of the rail vehicle 200 relative to the center line 22 of the second track 2 according to the difference value of the induced electromotive forces generated by the left and right two vehicle-mounted receiving coils 201, so as to control the rail vehicle 200 to steer, and realize that the rail vehicle 200 travels along the track of the track coil 31. Therefore, each track coil 31 is arranged on the central line 22 of the corresponding second track 2, so that the arrangement of the track coils 31 and the vehicle-mounted receiving coil 201 is facilitated, the operation of the steering control unit is simplified, and the response speed can be improved. Of course, the present invention is not limited thereto, and each track coil 31 may also be offset to one side by a certain distance with respect to the center line 22 of the corresponding second track 2, and the two vehicle-mounted receiving coils 201 may still be left-right symmetric with respect to the longitudinal center axis of the rail vehicle 200 (not shown).

According to some embodiments of the present invention, as shown in fig. 1, one end (e.g., the right end in fig. 1) of the first track 1 adjacent to the switch 3 is provided with a vehicle sensor 5, and the vehicle sensor 5 is in communication connection with the switch controller 4. The vehicle sensor 5 is used to send a signal to the switch controller 4 when sensing the passage of a rail vehicle 200, so that the switch controller 4 controls the corresponding track coil 31 to be energized. Further, in order to facilitate the track transportation system to schedule all the running rail vehicles 200, the vehicle sensor 5 may send a signal to the ground signal system, the ground signal system sends corresponding route information to the switch controller 4 according to a preset route, and the switch controller 4 controls the corresponding station coil 31 to be powered on after receiving the signal.

Optionally, the vehicle sensor 5 is a transponder or an axle counter. But is not limited thereto. Here, it should be noted that the structures, operation principles, and the like of the transponder and the axle counter are well known to those skilled in the art, and are not described in detail herein.

According to a further embodiment of the present invention, referring to fig. 1, the switch system 100 further comprises: and the standby power supply 6 is electrically connected with the turnout controller 4 and the at least two station coils 31. Normally, the switch controller 4 may energize the track coil 31 by a power supply (not shown). When the power supply fails, the standby power supply 6 supplies power to the track coil 31, so that the turnout system 100 can work normally. Wherein power supplies of different voltage levels and frequencies may be used to power the thigh coil 31.

Further, as shown in fig. 1, the switch system 100 further includes: and an inverter 7, the inverter 7 being electrically connected between the backup power source 6 and the at least two track coils 31. The standby power source 6 energizes the station coil 31 through the inverter 7. By such arrangement, the direct current electric energy can be converted into fixed-frequency fixed-voltage or frequency-modulation voltage-regulation alternating current suitable for the track coil 31.

According to some embodiments of the present invention, in conjunction with fig. 1, the switch system 100 further comprises: switch platform 8, switch platform 8 establish between two adjacent second tracks 2, are equipped with switch controller 4 on the switch platform 8. The backup power source 6 and the inverter 7 may also be provided on the switch platform 8. Therefore, by arranging the turnout platform 8, the space between two adjacent tracks is fully utilized, and the size of the turnout platform 8 can be smaller, so that the line construction cost and the maintenance cost can be reduced. In addition, the switch controller 4, the standby power supply 6, the inverter 7 and the like can be centralized on the switch platform 8, thereby facilitating centralized maintenance.

According to some alternative embodiments of the present invention, referring to fig. 1, the first guide beam 11 and the one end of each second guide beam 21 adjacent to the branch point 3 are gradually reduced in width in a direction toward the center of the branch point 3. With this arrangement, a certain deviation in the left-right direction is allowed when the rail vehicle 200 enters, so that the rail vehicle 200 can smoothly enter the first track 1 or the second track 2 (for example, the rail vehicle 200 can be conveniently switched from the road running mode to the track running mode, etc.), and a left-right imbalance fault tolerance function is realized.

Further alternatively, the longitudinal sectional shape of the first guide beam 11 and the one end of each second guide beam 21 adjacent to the branch point 3 is an isosceles trapezoid (as shown in fig. 1) or an isosceles triangle (not shown). The end parts of the first track 1 and each second track 2, which are driven in and out, of the rail vehicle 200 are designed to be pointed ends or trapezoidal structures, so that the rail vehicle 200 can smoothly enter the first track 1 or the second track 2, and meanwhile, the first guide beams 11 and each second guide beam 21 can be conveniently machined.

According to some embodiments of the present invention, referring to fig. 3 in combination with fig. 4, the first guide beam 11 is disposed on the upper surface of the first track 1, the upper surface of the first track 1 on both sides of the first guide beam 11 is a first running surface 12, the side surface of the first guide beam 11 is a first guide surface 13, and the top surface of the first guide beam 11 is a first safety surface 14. The first running surface 12 is adapted to be in contact with running wheels 202 of the rail vehicle 200 and has a coefficient of friction to support the rail vehicle 200 for running. The first guide surface 13 is in contact with the guide wheel 203, and provides a passive guiding function for the running of the rail vehicle 200 on the first track 1, and simultaneously prevents the rail vehicle 200 from rolling over during running. A certain gap is formed between the first safety surface 14 and the safety wheels 204, and when the rail vehicle 200 has a safety fault such as a tire burst or a tug, the safety wheels 204 contact the first safety surface 14, so that the rail vehicle 200 can be supported to slowly advance to an adjacent station for rescue. The second guide beam 21 is arranged on the upper surface of the corresponding second track 2, the upper surfaces of the second track 2, which are positioned at two sides of the second guide beam 21, are second running surfaces, the side surface of the second guide beam 21 is a second guide surface, and the top surface of the second guide beam 21 is a second safety surface. It will be understood that the second running surface, the second guide surface and the second safety surface have the same function as the first running surface 12, the first guide surface 13 and the first safety surface 14, respectively, and will not be described in detail herein.

The horizontal position of the guide wheels 203 is far higher than the contact surfaces of the walking wheels 202 and the first guide beam 11 and the second guide beam 21, so that the dual-purpose of the road and the rail can be realized by only reasonably selecting the size of the walking wheels 202 and the heights of the first guide beam 11 and the second guide beam 21 and according with the chassis height requirement of a road vehicle.

Further, a first anti-rollover member 15 is disposed on the upper portion of the first guide beam 11, the first anti-rollover member 15 is located on the side surface of the first guide beam 11, and a second anti-rollover member is disposed on the upper portion of the second guide beam 21 and is located on the side surface of the second guide beam 21. For example, referring to fig. 3 to 4, the first anti-rollover member 15 is disposed on the top of the first guide beam 11, and the first anti-rollover member 15 extends horizontally outward from the side of the first guide beam 11, because the side of the first guide beam 11 is the first guide surface 13, when the rail vehicle 200 travels on the first track 1, the guide wheels 203 of the rail vehicle 200 contact the guide surfaces and the position of the guide wheels 203 is higher than the contact position of the running wheels 202 and the running surfaces, and the first anti-rollover member 15 is located above the guide wheels 203, when the rail vehicle 200 turns at a high speed and the vehicle body of the rail vehicle 200 tilts seriously, the first anti-rollover member 15 can stop the guide wheels 203 of the rail vehicle 200 and prevent the guide wheels 203 from falling off the first guide beam 11 to cause the rail vehicle 200 to roll over. Therefore, the first anti-rollover piece 15 is arranged on the side surface of the first guide beam 11, so that derailment of the running railway vehicle 200 caused by rollover can be effectively prevented, and the safety is greatly improved.

Further, referring to fig. 3 to 4, two sides of the first track 1 in the width direction are respectively provided with a first guard rail 16, and two sides of the second track 2 in the width direction are respectively provided with a second guard rail. For example, in the example of fig. 3 and 4, two first guard rails 16 may be respectively located at two sides of the first running surface 12 of the first railway 1, when an emergency accident such as a fire accident occurs in the railway vehicle 200, for example, due to a traction system failure, an emergency brake failure, or other immobility, two escape doors 205 of the railway vehicle 200 may be opened rapidly and automatically, the first running surface 12 may serve as an emergency escape route, and the first guard rails 16 at the left and right sides may ensure that passengers can evacuate rapidly and safely during evacuation, while reducing noise influence on nearby residents.

It will be appreciated that the second anti-rollover member and the second guard rail function identically to the first anti-rollover member 15 and the first guard rail 16, respectively, and will not be described in detail herein.

As shown in fig. 3 and 4, the rail transit system according to the embodiment of the second aspect of the present invention includes a switch system 100 and a rail vehicle 200. Wherein the switch system 100 is a switch system 100 according to the above-described first aspect of the present invention.

Specifically, the rail vehicle 200 is adapted to run on the switch system 100, and at least one vehicle-mounted receiving coil 201 is provided on the rail vehicle 200, and the vehicle-mounted receiving coil 201 is adapted to be coupled with the track coil 31 of the switch system 100. The active steering device of the rail vehicle 200 controls the rail vehicle 200 to actively steer to enter one of the at least two second tracks 2 when the rail vehicle 200 travels to the fork 3. Specifically, when the rail vehicle 200 travels along the first track 1 to the branch point 3, the switch controller 4 may control the track coil 31 of the corresponding second track 2 to be energized according to the actual route information, and when the rail vehicle 200 travels over the energized track coil 31, the on-vehicle receiving coil 201 may be coupled with the track coil 31 to steer the rail vehicle 200 into the corresponding second track 2.

According to the track traffic system of the embodiment of the invention, by adopting the turnout system 100 and arranging the at least one vehicle-mounted receiving coil 201 coupled with the track coil 31 on the track vehicle 200, the electromagnetic type guiding control of the track vehicle 200 at the turnout 3 can be realized, so that the track vehicle 200 can enter the corresponding second track 2 along the track of the track coil 31, the automation degree is high, the failure rate is low, and the maintenance efficiency is high.

Optionally, there are two vehicle-mounted receiving coils 201, and the two vehicle-mounted receiving coils 201 are symmetric left and right. When the rail vehicle 200 enters the upper part of the electrified track coil 31, the two vehicle-mounted receiving coils 201 respectively generate induced electromotive forces, and corresponding voltage signals are fed back to a steering control unit of the rail vehicle 200, and the steering control unit can calculate the deviation direction, angle and distance of the rail vehicle 200 relative to the central line 22 of the second track 2 according to the difference value of the induced electromotive forces generated by the left and right vehicle-mounted receiving coils 201, so that the steering motor of the rail vehicle 200 is controlled to work, the rail vehicle 200 is steered, and the rail vehicle 200 can run along the track of the track coil 31.

A control method of a rail transit system according to an embodiment of the third aspect of the invention. The track transportation system is the track transportation system according to the above second aspect of the present invention, and the track transportation system further includes a vehicle sensor 5, the vehicle sensor 5 is disposed at an end of the first track 1 adjacent to the fork 3, and the vehicle sensor 5 is in communication connection with the switch controller 4.

The control method of the rail transit system comprises the following steps:

when the rail vehicle 200 passes through the vehicle sensor 5, the vehicle sensor 5 transmits a signal to the turnout controller 4;

the turnout controller 4 controls the corresponding track coil 31 to be electrified;

after the rail vehicle 200 drives above the track coil 31, the two vehicle-mounted receiving coils 201 are respectively coupled with the track coil 31, and feed respective voltage signals back to a steering controller of the rail vehicle 200;

the steering controller calculates the deviation distance of the rail vehicle 200 from the corresponding second track 2 according to the difference value of the voltage signals of the two vehicle-mounted receiving coils 201;

when the deviation distance is greater than zero, the steering controller controls the rail vehicle 200 to steer so that the rail vehicle 200 follows the track coil 31 to steer;

when the deviation distance is equal to zero, the rail vehicle 200 continues to travel in the current direction.

Further, when the rail vehicle 200 passes the vehicle sensor 5, the vehicle sensor 5 transmits a signal to the ground signal system, and the ground signal system transmits predetermined route information to the switch controller 4.

After the rail vehicle 200 passes the vehicle sensor 5, such as a transponder, the ground signaling system sends route information to the switch controller 4 according to a pre-scheduled route. And after receiving the signal, the turnout controller 4 controls the corresponding track coil 31 to be electrified. After the power supply fails, the standby power supply 6 can energize the track coil 31 through the inverter 7, so as to ensure the normal operation of the turnout system 100.

The track coils 31 may be symmetrically mounted on the centre line 22 of the second track 2, and the two on-board pick-up coils are symmetrically mounted on the bottom of the rail vehicle 200. When the rail vehicle 200 drives into the upper part of the track coil 31, induced electromotive forces are respectively generated on the two vehicle-mounted receiving coils, and voltage signals are fed back to a steering control unit of the rail vehicle 200, the steering control unit calculates the deviation distance of the rail vehicle 200 relative to the central line 22 of the second track 2 according to the difference value of the induced electromotive forces generated by the left and right vehicle-mounted receiving coils, so that the steering motor is controlled to work, and the rail vehicle 200 is enabled to steer along with the track coil 31.

According to the control method of the rail transit system provided by the embodiment of the invention, the advancing of the rail vehicle 200 at the branch point 3 can be well guided, and the overall performance of the rail transit system is improved.

Other constructions and operations of the rail transit system according to embodiments of the invention are known to those skilled in the art and will not be described in detail herein.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.

In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.

In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or 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 invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.