JP7698666B2 - Rail transit switch system - Google Patents

Description

CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims priority to a Chinese patent application filed on August 31, 2020, bearing application number 202010893368.0 and entitled "Railway Transit Switchgear System," the entire contents of which are incorporated herein by reference.
The present disclosure relates to the technical field of rail transit systems, and more particularly to rail transit switch systems.

The suspended monorail system is one of the aerial rail transport systems. It has the advantages of good compatibility, high safety, high integration, low cost, flexible track, environmental friendliness and low noise, and meets the needs of modern urban rail transport. It has been widely applied in the construction of new urban rail transport systems in China.

Currently, suspended monorail traffic switches in China are mainly one-way switches, and there are two types of multi-way switches disclosed in practical applications: a parallel beam change type and a segment type. A parallel beam change type switch mainly uses the parallel movement of the branch track beam and the curved track beam to switch between straight and curved traffic states. A segment type switch consists of a fixed beam, a driving beam, and a driven beam, and is mainly driven by a motor attached to the driving beam to mechanically drive the driving beam and the driven beam as a whole so that they switch, allowing the vehicle to pass on a gentle bend that approximates a circular arc curve.

In suspended-type rail transit systems, multi-way switches with parallel beam changeovers have disadvantages such as a bulky and heavy structure, high strength requirements for studs and related mechanisms, a large amount of power required for switching, long switching times, and poor economics, while segment-type switches have a multi-section folded line beam when switching, many stud foundations, high precision requirements for motor drive, and poor reliability.

Therefore, the existing technology needs to be improved.

In response to the shortcomings of the above-mentioned conventional technologies, the present disclosure provides a rail transit switch system, which solves the problems of the suspended rail transit system in the conventional technology, such as the translation beam change type multi-directional switch being bulky and heavy in structure, high strength requirements for studs and related mechanisms, large power required for switching, long switching times, and poor economy, while the segment type switch has a multi-section folded line beam when switching, which requires many stud foundations, high precision requirements for motor drive, and poor reliability.

The rail transit switch system according to the present disclosure includes at least two switch beams: a foundation track beam fixedly supported via a plurality of foundation studs provided at a distance from each other; and a switch beam having a first end and a second end opposed to each other, the first end of the switch beam being provided on a first transition stud, the first end of the switch beam being rotatably connected to the first transition stud via a center pin, the center pin being provided in a vertical direction, the second end of the switch beam being provided on a second transition stud, and the second end of the switch beam being capable of running on the second transition stud. a branch track beam provided between the base track beam and the branch track beams, the branch track beams being fixedly supported via a plurality of spaced apart branch track studs, each branch track beam having opposing first and second ends, the turnout beam being provided between the base track beam and the branch track beams, the first end of the turnout beam being abutted against one end of the base track beam facing the turnout beam, the second end of the turnout beam being operably and selectively abutted against a first end of one of the branch track beams, and the second end of the branch track beam being a branch track beam extending in a direction away from the turnout beam.

In some embodiments, the first transition stud is provided with two compensation assemblies, the two compensation assemblies being provided opposite each other on either side of the switch beam, each of the compensation assemblies including at least one compensation device, the compensation device having an output portion, and the output portion of the compensation device being operably inserted into a gap between a first end of the switch beam and an end of the base track beam facing the switch beam.

In some embodiments, the compensation device includes a compensation beam, the compensation beam being an output of the compensation device, and the compensation beam operably moves in a direction perpendicular to the base track beam.

In some embodiments, the first transition stud includes two opposing support columns, and a support seat corresponding to the compensation device is provided on the inside of the support columns, the compensation device includes a fixed seat and a drive unit, the fixed seat is fixedly provided to the corresponding support seat, the fixed end of the drive unit is fixedly provided to the fixed seat, the output end of the drive unit is horizontally extendable and reciprocating, and the output end of the drive unit is fixedly connected to the compensation beam.

In some embodiments, a guide rail is provided on the support seat, and a roller is provided on the bottom of the compensation beam, and the roller is freely rollable on the guide rail.

In some embodiments, a guide plate corresponding to the compensation device is provided on the inside of the support column, a slide groove is provided at the bottom of the guide plate, and the top of the compensation beam is slidably provided in the corresponding slide groove of the guide plate.

In some embodiments, the system further includes a locking device, and each of the compensating devices is associated with one of the locking devices, the locking device including a positioning seat fixedly attached to the corresponding compensating beam and provided with a locking hole, a telescopic mechanism fixedly attached to the first transition stud, and a positioning pin having opposing first and second ends, the first end of the positioning pin being fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin being operably inserted into a locking hole on the positioning seat.

In some embodiments, the second end of the switch beam runs on the second transition stud via a running mechanism, the running mechanism including: an arc-shaped running track, the center of the arc-shaped running track being located on the center line of the central pin; and a running unit to which the second end of the switch beam is connected, the running unit operably running on the running track.

In some embodiments, the traveling unit includes a first side frame and a second side frame arranged opposite each other, one end of the first side frame and a corresponding end of the second side frame are connected via a connecting beam, the bottoms of the first side frame and the second side frame are both provided with mounting grooves, and the second end of the switch beam is fixedly connected to the mounting grooves in the bottoms of the first side frame and the second side frame in sequence.

In some embodiments, the traveling unit is a plurality of wheel axles, and the tops of the first side frame and the second side frame are connected via a plurality of the wheel axles that are spaced apart from each other. A drive wheel is provided on one of the wheel axles, and the drive wheel further includes a plurality of wheel axles that are rotatably provided on the traveling track, and a drive motor that is fixedly provided on the outside of the second side frame, and the output shaft of the drive motor is fixedly connected to one of the wheel axles.

The rail transit switch system provided by the present disclosure has a first end of the switch beam butted against one end of the base track beam facing the switch beam, the first end of the switch beam is rotatably mounted on a first transition stud, and the second end of the switch beam is operably and selectively butted against a first end of a branch track beam, so that the purpose of the switch is achieved by operating the first end of the switch beam to rotate on the first transition stud.

Compared to a multi-way turnout with a translational beam change type, the present disclosure employs a single-section turnout beam as the turnout body, shortening its length and significantly reducing the mass of the multi-way turnout beam in the prior art, while also reducing the volume and mass of the studs, thus reducing costs.

Compared to segmented multi-way switches, the present disclosure creates only one fold line segment and requires only two transition stud beams, resulting in higher reliability and lower cost.

The rail transit switch system disclosed herein is easy to operate and highly reliable, effectively shortening switching time and improving transportation efficiency, and has high practical value.

1 is a structural schematic diagram of a rail transit switch system according to an embodiment of the present disclosure; FIG. FIG. 2 is a structural schematic diagram of the compensation assembly in FIG. 1 . FIG. 3 is a schematic diagram showing the arrangement of the locking device shown in FIG. 2 . FIG. 2 is an assembly schematic diagram of a switch beam and a running mechanism. FIG. FIG. 13 is a schematic diagram showing a state in which the compensation beam is in a standby position. FIG. 13 is a schematic diagram showing a state in which the first compensation beam and the third compensation beam are in a compensation position. This is a schematic diagram of the state in which the switch beam has been switched until it reaches the left turning position. FIG. 13 is a schematic diagram showing a state in which the third compensation beam and the fourth compensation beam are in a compensation position. This is a schematic diagram of the state in which the switch beam has been switched until it reaches the right turning position. FIG. 13 is a schematic diagram showing a state in which a first compensation beam and a second compensation beam are in a compensation position.

FIG. 1 is a structural schematic diagram of a rail transit switch system according to an embodiment of the present disclosure. Referring to FIG. 1, the system includes a foundation track beam 1, a switch beam 5, and a support track beam. The foundation track beam 1 is fixedly supported via a plurality of foundation studs 2 arranged at a distance from each other. The switch beam 5 has a first end and a second end opposite each other. The first end of the switch beam 5 is attached to a first transition stud 3. The first end of the switch beam 5 is rotatably connected to the first transition stud 3 via a center pin 4. The center pin 4 is arranged in the vertical direction. The second end of the switch beam 5 is attached to a second transition stud 6. The second end can run on the second transition stud 6, while at least two branch track beams are provided, and the branch track beams are fixedly supported via a plurality of branch studs 7 provided at a distance, each branch track beam having an opposing first end and a second end, the turnout beam 5 is provided between the base track beam 1 and the branch track beam, the first end of the turnout beam 5 is butted against one end of the base track beam 1 facing the turnout beam 5, the second end of the turnout beam 5 is operably and selectively butted against the first end of a certain branch track beam, and the second end of the branch track beam extends in a direction away from the turnout beam.

During actual operation, the first end of the switch beam 5 is operated to rotate on the first transition stud 3, achieving the purpose of switching. Compared with a translational beam-changing type multi-way switch, the present disclosure employs a switch beam with only one section as the switch body, shortening its length and significantly reducing the mass of the multi-way switch beam in the prior art, while reducing the volume and mass of the studs and reducing costs. Meanwhile, compared with a segment-type multi-way switch, the present disclosure generates only one fold line segment and requires only two transition stud beams, resulting in higher reliability and lower costs.

In some embodiments, three support track beams may be provided, namely a first support track beam 8, a second support track beam 9, and a third support track beam 10, where the first support track beam 8 and the third support track beam 10 are provided on either side of the second support track beam 9, the second support track beam 9 and the base track beam 1 are positioned on the same straight line, and the first support track beam 8, the second support track beam 9, and the third support track beam 10 are arranged to form a fan shape.

Referring to FIG. 1, the first ends of the multiple support track beams may be fixedly supported via one support stud 7.

To accommodate the rotation of the switch beam, a gap must be provided between the base track beam 1 and the switch beam 5, which is detrimental to the operation of track vehicles between the base track beam 1 and the switch beam 5. To solve this problem, the present disclosure provides a compensation assembly.

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

Referring to FIG. 2, the compensation device 12 includes a compensation beam 122, which is an output of the compensation device, and which operably moves in a direction perpendicular to the base track beam 1.

Referring to FIG. 2 , the first transition stud 3 may include two opposing support columns 301, and the inner side of the support columns 301 is provided with a support seat 302 corresponding to the compensation device 12, and the compensation device 12 further includes a fixed seat 130 and a driving unit 125, the fixed seat 130 is fixedly provided on the corresponding support seat 302, the fixed end of the driving unit 125 is fixedly provided on the fixed seat 130 , the output end of the driving unit 125 can horizontally reciprocate, and the output end of the driving unit 125 is fixedly connected to the compensation beam 122, and when the gap between the base track beam 1 and the switch beam 5 needs to be compensated for by the compensation beam 122, the compensation beam 122 can be operated through the output end of the driving unit 125.

In some embodiments, two drive units 125 may be provided facing each other in the horizontal direction, and the compensation beam 122 is moved in a predetermined direction by the two drive units 125 moving in synchronization. A linear reciprocating mechanism such as an electric push rod or a hydraulic cylinder may be used as the drive unit 125, but the present disclosure is not limited thereto.

In some embodiments, referring to FIG. 2, the support seat 302 is provided with a guide rail, while the compensation beam 122 is provided with a roller 128 at the bottom thereof, and the roller 128 is provided so as to be freely rollable on the guide rail. In this way, frictional forces are reduced, and the speed of operation of the compensation beam 122 is improved.

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

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

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

A locking device is correspondingly arranged on each compensating device 12 to prevent the compensating beam 122 from returning to its original position when the compensating beam 122 is operated to the gap between the base track beam 1 and the switch beam 5. Referring to FIG. 2, the locking device includes a positioning seat 126, a telescopic mechanism and a positioning pin 127, the positioning seat 126 is fixedly mounted on the corresponding compensating beam 122, and the positioning seat 126 is provided with a locking hole, while the telescopic mechanism is fixedly mounted on the first transition stud 3, the positioning pin 127 has a first end and a second end opposite to each other, the first end of the positioning pin 127 is fixedly connected to the output end of the telescopic mechanism, and the second end of the positioning pin 127 is operably inserted into the locking hole on the positioning seat 126. After the compensating beam 122 reaches the compensation position, the telescopic mechanism can be operated to move and the second end of the positioning pin 127 can be inserted into the locking hole on the positioning seat 126 to lock the compensating beam 122.

In some embodiments, the positioning seat 126 is preferably provided on the outer bottom of the compensation beam 122, and two locking holes are provided on the positioning seat 126, and the two positioning holes are preferably located on both sides of the compensation beam 122. In this way, the compensation beam 122 can be locked from two directions, improving the reliability of the lock.

Figure 3 is a schematic diagram of the arrangement of the locking device in Figure 2. Referring to Figure 3, two telescopic mechanisms 1210 are provided in the support seat 302, and the output ends of the two telescopic mechanisms 1210 can both be extended and retracted in the vertical direction, and the axial direction of the lock hole on the positioning seat 126 is the vertical direction. By operating the telescopic mechanisms, the positioning pin 127 connected to the output end of the telescopic mechanism 1210 can be inserted into the lock hole on the positioning seat 126.

Of course, the two telescopic mechanisms 1210 may be provided on the top of the support seat 302, the telescopic ends of the telescopic mechanisms 1210 may move horizontally, and the axial direction of the locking hole on the positioning seat 126 may be horizontal. In this case, too, by operating the telescopic mechanisms, the positioning pin 127 connected to the output end of the telescopic mechanism 1210 can be inserted into the locking hole on the positioning seat 126.

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

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

Referring to Fig. 1, the second end of the switch beam 5 runs on the second transition stud 6 through the running mechanism 11, Fig. 4 is an assembly diagram of the switch beam and the running mechanism, and Fig. 5 is a structural diagram of the running mechanism. Referring to Fig. 1, Fig. 4 and Fig. 5, the running mechanism 11 includes a running track 117 and a running unit, the running track 117 is arc-shaped, and the center of the arc-shaped running track is located on the center line of the center pin 4, while the second end of the switch beam 5 is connected to the running unit, and the running unit operably runs on the running track 117. Thus, the first end of the switch beam 5 is rotated around the center pin by a certain angle, so that the switch beam 5 and the branch track beam of the branch that needs to be guided are butted together and communicated, and the essential operation of the switch beam is completed.

Referring to Figures 4 and 5, the running unit includes a first side frame 111 and a second side frame 115 arranged opposite each other, one end of the first side frame 111 is connected to a corresponding end of the second side frame 115 via a connecting beam 116, and both sides of the bottom of the first side frame 111 and the second side frame 115 are provided with mounting grooves 118, and the second end of the switch beam 5 is fixed and connected to the mounting grooves 118 in the bottom of the first side frame 111 and the second side frame 115 in sequence. In this way, the second end of the crossover switch beam 5 can be assembled with the running unit.

The first side frame 111, the second side frame 115, and the connecting beam 116 that constitute the traveling unit are preferably molded as a single unit in order to provide the traveling unit with sufficient load-bearing strength.

With reference to FIG. 5, the running unit further includes a drive motor 114 and a plurality of wheel axles 113, and the tops of the first side frame 111 and the second side frame 115 are connected via a plurality of wheel axles 113 arranged at a distance from each other. Of the plurality of wheel axles 113, one wheel axle 113 is provided with a drive wheel 119, and the remaining wheel axles 113 are provided with driven wheels 112. Both the drive wheel 119 and the driven wheel 112 are provided so as to be able to roll on the running track 117, while the drive motor 114 is fixedly provided on the outside of the second side frame 115, and the output shaft of the drive motor 114 is connected to the wheel axle 113 to which the drive wheel 119 is attached. In this way, the drive motor 114 rotates the wheel axle 113 to which the drive wheel 119 is attached, and the drive wheel 119 on the wheel axle 113 is further rotated on the running track 117, thereby realizing the movement of the running unit on the running track 117, while the movement of the running unit causes the multiple driven wheels 112 to roll on the running track 117, allowing the running unit to move in a well-balanced manner.

In some embodiments, the drive wheel 119 is located on an intermediate axle 113 among the axles 113, and is configured to cooperate with one drive wheel 119 and multiple driven wheels 112. This simplifies the structure and optimizes space.

It should be noted that in some embodiments, each wheel set may be provided with multiple wheels to further improve the balance performance of the travel unit's movement, and the drive motor may be made to rotate forward and backward to ensure that the switch beam can be swung left and right around the central rotating device when switching. Of course, the drive motor is not the only driving means, and an electric push rod may be used for driving, or a slide rail may be attached to the side of the switch beam to cooperate with a rotating arm, but this disclosure is not limited to this.

The operating principle of the rail transit switch system is as follows.
Switch operation flow:
Taking a three-way switch as an example, the switch beam has an initial position in a straight line position, as shown in Fig. 1, and the compensation beam is entirely pulled out of the switch beam as its initial position, i.e., in a standby position. Assuming that the compensation beam enters the gap between the switch beam 5 and the base track beam 1 to completely compensate for the gap, the position of the compensation beam is the compensation position, and in this case, the setting of the compensation beam is as shown in Fig. 6. Referring to Fig. 6, four compensation beams are provided, which are a first compensation beam 121, a second compensation beam 122, a third compensation beam 123, and a fourth compensation beam 124, respectively, and the first compensation beam 121 and the second compensation beam 122 are one set of compensation beams, and the third compensation beam 123 and the fourth compensation beam 124 are another set of compensation beams, and both sets of compensation beams are located on both sides of the gap between the switch beam 5 and the base track beam 1, respectively.
Switch straight position switch flow: receive a straight position switch command → all compensation beams return to their standby positions → the running mechanism receives the command, runs the switch beam on the second transition stud, and switches the switch beam until it reaches the straight position → after the switch beam is switched until it is in position, the first compensation beam and the third compensation beam receive a command and are pushed into the compensation positions, so that the compensation beams form the state shown in FIG. 7 → after they are in position, the corresponding locking device operates to lock the compensation beams, and then the switch lock is completed → the switching is completed and the switch command is awaited.
Switch left turning position switch flow: A left turning position switch command is received → all compensating beams return to their standby positions → the traveling mechanism receives the command, causes the switch beam to run on the second transition stud, and switches the switch beam until it reaches the left turning position, forming the state shown in FIG. 8 → after the switch beam is switched until it is in position, the third compensating beam and the fourth compensating beam receive a command, and the third compensating beam and the fourth compensating beam are pushed into the compensation position, forming the state shown in FIG. 9 → after it is in position, the corresponding locking device operates to lock the compensating beam, and then the switch lock is completed → the switching is completed and the next switch command is awaited.
Switch right turning position switch flow: A right turning position switch command is received → all compensation beams return to their standby positions → the running mechanism receives the command, causes the switch beam to run on the second transition stud, and switches the switch beam until it reaches the right turning position, forming the state shown in FIG. 10 → after the switch beam is switched until it is in position, the first compensation beam and the second compensation beam receive a command, and the first compensation beam and the second compensation beam are pushed into the compensation position, forming the state shown in FIG. 11 → after it is in position, the corresponding locking device operates to lock the compensation beam, and then the switch lock is completed → the switching is completed and the system waits for the next switch command.

In some embodiments, the compensation device, locking device, and travel mechanism all have their own control logic and can operate independently, thus providing an automated operating feature.

In summary, the rail transit switch system disclosed herein is easy to operate and highly reliable, can effectively shorten switching time, and improve transportation efficiency, and has high practical value.

The examples given above are preferred embodiments of the present invention, and are merely intended to facilitate explanation of the present invention, and are not intended to limit the present invention in any way. Any equivalent examples that have been partially modified or amended by a person skilled in the art using the technical content disclosed in the present invention, within the scope of the technical features mentioned in the present invention, and that do not deviate from the content of the technical features of the present invention, are considered to fall within the scope of the technical features of the present invention.

Claims (9)

A rail transit switch system, comprising:
A foundation track beam fixedly supported via a plurality of foundation studs provided at a distance from each other;
a turnout beam having opposing first and second ends, the first end of the turnout beam being mounted on a first transition stud, the first end of the turnout beam being pivotally connected to the first transition stud via a center pin, the center pin being mounted in a vertical direction, the second end of the turnout beam being mounted on a second transition stud, the second end of the turnout beam being capable of running on the second transition stud;
at least two guy track beams, the guy track beams being fixedly supported via a plurality of guy studs spaced apart from each other, each guy track beam having an opposing first end and a second end, the turnout beam being disposed between the base track beam and the turnout beam, the first end of the turnout beam being abutted against an end of the base track beam facing the turnout beam, the second end of the turnout beam being operably and selectively abutted against a first end of one of the guy track beams, the second end of the turnout beam being a guy track beam extending in a direction away from the turnout beam,
a first transition stud provided with two compensation assemblies, the two compensation assemblies being provided opposite each other on either side of the switch beam, each of the compensation assemblies including at least one compensation device, the compensation device having an output portion, the output portion of the compensation device being operably inserted into a gap between a first end of the switch beam and one end of the base track beam facing the switch beam . 2. The rail transit switch system of claim 1 , wherein the compensation device includes a compensating beam, the compensating beam being an output of the compensation device, and the compensating beam operably moves in a direction perpendicular to the base track beam. The first transition stud includes two opposing support posts, and the support posts are provided with support seats corresponding to the compensation device on the inner side;
The compensation device includes a fixed seat and a driving unit, the fixed seat is fixedly mounted on a corresponding support seat, and a fixed end of the driving unit is fixedly mounted on the fixed seat;
3. The rail transit switch system according to claim 2 , wherein an output end of the drive unit is capable of reciprocating expansion and contraction in a horizontal direction, and the output end of the drive unit is fixedly connected to the compensation beam. A guide rail is provided on the support seat,
4. The rail transit switch system according to claim 3 , wherein a roller is provided at a bottom of the compensation beam, the roller being rollably provided on the guide rail. A guide plate corresponding to the compensation device is provided on the inner side of the support column, and a slide groove is provided at the bottom of the guide plate;
5. The rail transit switch system according to claim 4, wherein a top portion of the compensation beam is slidably provided in a slide groove of the corresponding guide plate. The compensation device further includes a locking device, and each of the compensation devices is correspondingly arranged with one of the locking devices, and the locking device is
A positioning seat fixed to the corresponding compensation beam and having a lock hole;
an extension mechanism fixed to the first transition stud;
3. The rail transit switch system according to claim 2, comprising: a positioning pin having opposing first and second ends, the first end of the positioning pin fixedly connected to an output end of the telescopic mechanism, and the second end of the positioning pin operably inserted into a locking hole on the positioning seat. A second end of the switch beam runs on the second transition stud via a running mechanism, the running mechanism comprising:
an arc-shaped running track, the center of the arc-shaped running track being located on the center line of the center pin;
The rail transit switch system according to any one of claims 1 to 6 , further comprising: a running unit to which a second end of the switch beam is connected, the running unit operably running on the running track. The rail transit switch system of claim 7, wherein the running unit includes a first side frame and a second side frame arranged opposite each other, one end of the first side frame and a corresponding end of the second side frame are connected via a connecting beam, the bottoms of the first side frame and the second side frame are both provided with mounting grooves, and a second end of the switch beam is fixedly connected to the mounting grooves at the bottoms of the first side frame and the second side frame in sequence. The traveling unit includes:
A plurality of wheel axles, the tops of the first side frame and the second side frame are connected via the plurality of wheel axles provided at a distance from each other, and one of the plurality of wheel axles is provided with a drive wheel, and the drive wheel is provided in a plurality of wheel axles that are rotatably provided on the running track;
9. The rail transit switch system according to claim 8, further comprising: a drive motor fixedly provided on the outside of the second side frame, the output shaft of the drive motor being fixedly connected to one of the plurality of wheel sets.