CN212505690U - Movable track structure at railway plane intersection - Google Patents

Abstract

The utility model relates to a movable track structure of railway level crossing department, track structure include that track main structure, track assist structure and guide rail set spare. The main structure of the track is provided with a gap section at the position crossed with the road, and the auxiliary structure of the track is adapted to the gap section and correspondingly arranged in the gap section. The track assembly extends from the road surface directly below the cutout section to a peripheral road surface area of the road. The rail auxiliary structure is movably arranged on the guide rail assembly and can move to the gap section or the peripheral pavement area along the guide rail assembly. When the vehicles on the road need to pass through the level crossing, the road is in a passing state, and the level crossing cannot pass through at the moment, so that the vehicles can smoothly pass through the gap section without rolling the track structure at the level crossing, the track structure can be protected from being rolled by the vehicles, the vehicles on the road can pass through safely, and the safety is greatly improved.

Description

Movable track structure at railway plane intersection

Technical Field

The utility model relates to a track traffic technical field especially relates to a movable track structure of railway level crossing department.

Background

In recent years, with the rapid increase of railway transportation demand, the phenomenon of plane crossing between a railway and a road is increasing in order to reduce the occupied land. With the increase of traffic transportation demands, motor vehicles at level crossings (hereinafter referred to as level crossings) crossing railways and roads are gradually increased, so that the level crossings are weak links and dangerous sections in railway transportation. Generally, the traffic control mode at the level crossing comprises a manned or unmanned mode provided with signal lamp flashing indication, and a manually controlled or automatically controlled mode of controlling a gate machine or a retractable door. The traffic control of level crossing department can realize the safe stagger of railway operation and road operation, however above control mode all can't protect track structure to avoid the influence of road vehicle, when the vehicle of road passes through the level crossing, track structure will inevitably bear and roll, and this kind and the load range of line direction vertically rolling effect not considering when track structure design, probably can make the rail take place to warp under the long-term effect, lower part track structure produces the disease, influence the ride comfort and the riding comfort of railway track, and bring the potential safety hazard.

SUMMERY OF THE UTILITY MODEL

Accordingly, there is a need to overcome the drawbacks of the prior art and to provide a track structure movable at a railroad plane intersection, which can protect the track structure from rolling by vehicles, and which can allow vehicles on the road to pass safely and improve safety.

The technical scheme is as follows: a track structure movable at a railway plane intersection, the track structure movable at a railway plane intersection comprising: the main track structure and the auxiliary track structure are respectively provided with a gap section at the position, crossed with a road, of the main track structure, and the auxiliary track structure is adaptive to the gap section and correspondingly arranged in the gap section; a rail assembly disposed on the road surface, the rail assembly extending from the road surface directly below the gap section to a peripheral road surface area of the road, the track assist structure movably disposed on the rail assembly, the track assist structure being movable along the rail assembly to the gap section or to the peripheral road surface area.

According to the movable track structure at the railway plane intersection, when a train needs to pass through the main track structure, the main track structure is in a passing state, namely the auxiliary track structure is driven to move to the gap section along the guide rail assembly, so that the train can pass through the main track structure smoothly without being influenced by the gap section; when vehicles on the road need to pass through the level crossing, the road is in a passing state, the level crossing of the main rail structure cannot pass at the moment, namely the auxiliary rail structure is driven to move out of the gap section along the guide rail assembly and move to the peripheral pavement area, so that the vehicles on the road can smoothly pass through the gap section without rolling the rail structure at the level crossing, the rail structure can be protected from rolling by vehicles, the vehicles on the road can safely pass through, and the safety is greatly improved.

In one embodiment, the rail assembly comprises a first rail and a second rail; the first guide rail is arranged along the extending direction of the road, and the first guide rail is connected with the second guide rail; the second guide rail extends from the road surface of the road to a peripheral road surface area of the road.

In one embodiment, the number of the first guide rails is more than one, the first guide rails penetrate through the gap section, the number of the second guide rails is two, the two second guide rails are both connected with the first guide rails, and the two second guide rails are respectively located on two sides of the track main structure and extend to the peripheral road surface area.

In one embodiment, the rail auxiliary structure comprises two split structures, and two steel rails of the rail auxiliary structure are respectively and correspondingly arranged on the two split structures.

In one embodiment, the split structure comprises a supporting layer, an adjusting layer, a track plate, a sleeper, a fastener and the steel rail which are sequentially arranged from bottom to top; the adjusting layer is fixedly arranged on the supporting layer, the track plate is fixedly arranged on the adjusting layer, the sleeper is fixedly arranged on the track plate, the fastener is fixedly arranged on the sleeper, and the steel rail is fixedly arranged on the fastener.

In one embodiment, a first protrusion is disposed on a side surface of the track plate of one of the split structures facing the track plate of the other of the split structures, a first groove corresponding to the first protrusion is disposed on a side surface of the track plate of the other of the split structures facing the track plate of one of the split structures, and the first protrusion is detachably inserted into the first groove.

In one embodiment, the side of the supporting layer of one of the split structures facing the supporting layer of the other split structure is provided with a second protrusion, and the side of the supporting layer of the other split structure facing the supporting layer of one of the split structures is provided with a second groove corresponding to the second protrusion, and the second protrusion is detachably inserted into the second groove.

In one embodiment, the first guide rail and the second guide rail are both groove-shaped guide rails, the groove-shaped guide rails are embedded into the road surface, and the bottom surface of the rail auxiliary structure is provided with moving members moving along the groove-shaped guide rails; the moving piece is a universal ball, and the universal ball is movably arranged in the groove-shaped guide rail.

In one embodiment, the track structure movable at the railroad level crossing further comprises a drive mechanism coupled to the track sub structure for driving the track sub structure along the rail assembly.

In one embodiment, the movable track structure at the intersection of the railway plane further comprises an induction device and a controller, the induction device and the driving mechanism are electrically connected with the controller, the induction device is used for inducing whether a train passes through the gap section or not, and the controller is used for controlling the driving mechanism to drive the track auxiliary structure to act.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a schematic structural view of a track structure movable at a railway plane intersection according to an embodiment of the present invention;

fig. 2 is a schematic view illustrating a state where two split structures of a track structure movable at a railway plane intersection move to both sides according to an embodiment of the present invention;

fig. 3 is a schematic view of an open state of one of the track structures movable at a railroad plane intersection according to an embodiment of the present invention;

fig. 4 is a schematic view showing another opening mode of the track structure movable at the railroad plane crossing according to an embodiment of the present invention;

fig. 5 is a schematic view showing a state of still another opening mode of the track structure movable at the railroad plane crossing according to an embodiment of the present invention;

fig. 6 is a plan view of one of the split rail structures movable at a railroad plane intersection according to an embodiment of the present invention;

fig. 7 is a plan view of another split structure of the track structure movable at the railroad plane intersection according to an embodiment of the present invention;

fig. 8 is a side view of one of the split track structures of the movable track structure at a railroad plane intersection according to an embodiment of the present invention;

fig. 9 is a side view of another split structure of a track structure movable at a railroad plane intersection according to an embodiment of the present invention;

fig. 10 is a front view of one of the split track structures of the movable track structure at a railroad plane intersection according to an embodiment of the present invention;

fig. 11 is a front view of another split structure of a track structure movable at a railroad plane intersection according to an embodiment of the present invention;

fig. 12 is a schematic structural view illustrating a moving member of a track structure movable at a track intersection according to an embodiment of the present invention, engaging with a groove-shaped guide rail.

10. A track main structure; 11. a notch section; 20. a rail auxiliary structure; 21. a split structure; 211. a support layer; 2111. an inner concave portion; 2112. a second bump; 2113. a second groove; 212. an adjustment layer; 2121. a projection; 213. a track plate; 2131. a first bump; 2132. a first groove; 214. a sleeper; 215. a fastener; 216. a steel rail; 30. a guide rail assembly; 31. a first guide rail; 32. a second guide rail; 41. a road; 42. a peripheral pavement area; 50. a moving member.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.

Referring to fig. 1 to 3, fig. 1 illustrates a schematic structural diagram of a movable track structure at a railway plane intersection according to an embodiment of the present invention, fig. 2 illustrates a schematic state diagram of two split structures 21 of a movable track structure at a railway plane intersection moving to both sides according to an embodiment of the present invention, and fig. 3 illustrates a schematic state diagram of one of the opening modes of a movable track structure at a railway plane intersection according to an embodiment of the present invention. The utility model provides a movable track structure of railway plane intersection department that embodiment provided, movable track structure of railway plane intersection department includes track main structure 10, track auxiliary structure 20 and guide rail set spare 30. The main track structure 10 is provided with a gap section 11 at a position crossing the road 41, and the auxiliary track structure 20 is adapted to the gap section 11 and correspondingly arranged in the gap section 11. Track assembly 30 is disposed on a roadway 41 surface, and track assembly 30 extends from the roadway 41 surface directly below the cutout segment 11 to a peripheral roadway area 42 of roadway 41. The rail attachment structure 20 is movably disposed on the rail assembly 30, and the rail attachment structure 20 can be moved along the rail assembly 30 to the cutout section 11 or to the peripheral road surface area 42.

In the above movable track structure at the railway plane intersection, when a train needs to pass through the track main structure 10, the track main structure 10 is in a passing state, that is, the track auxiliary structure 20 is driven to move to the gap section 11 along the guide rail assembly 30, so that the train can pass through the track main structure 10 smoothly without being affected by the gap section 11; when the transportation means on the road 41 need to pass through the level crossing, the road 41 is in a passing state, and at this time, the level crossing of the rail main structure 10 cannot pass through, that is, the rail auxiliary structure 20 is driven to move out of the gap section 11 along the guide rail assembly 30 and move to the peripheral road surface area 42, so that the transportation means on the road 41 can pass through the gap section 11 smoothly, the rail structure at the level crossing cannot be rolled, the rail structure can be protected from being rolled by the vehicle, the transportation means on the road 41 can pass through safely, and the safety is greatly improved.

It should be noted that the peripheral road surface region 42 of the road 41 refers to a region outside the road surface region of the road 41, which is not the road surface region of the road 41, and may be a road surface of another road 41, or may be a common road surface, and the main purpose is to guide the rail auxiliary structure 20 to move out of the gap section 11 and move to the peripheral region of the road 41, so as to realize that the road 41 is unobstructed, and facilitate vehicles on the road 41 to smoothly pass through the level crossing.

It should be further noted that the intersection manner of the track main structure 10 and the road 41 may be a vertical intersection (as shown in any one of fig. 1 to 5), and may also be other included angles, such as 30 degrees, 45 degrees, 60 degrees, and the like, which is not limited herein.

It should be noted that the road 41 may be a cement road, a dirt road, or the like, or may be a track road, which is not limited herein. Note that the track main structure 10 may intersect one road 41, or may intersect a plurality of roads 41, and is not limited herein.

Specifically, the track structure in this embodiment may be a ballastless track or a ballasted track, which is not limited herein. In addition, the track structure in the present embodiment may be applied to any one of a high-speed railway, an intercity, a subway, and is not limited herein.

Referring to fig. 12, fig. 12 is a schematic structural diagram illustrating a moving member 50 of a movable track structure at a track intersection of an embodiment of the present invention, which is engaged with a grooved rail. It should be further noted that the rail auxiliary structure is movably disposed on the guide rail assembly 30 in a specific manner that a moving member 50 moving along the guide rail assembly 30 is disposed on a bottom surface of the rail auxiliary structure. The moving member 50 may be a sliding member disposed on the bottom surface of the rail auxiliary structure, and the sliding member can freely slide along the guide rail assembly 30, so as to change the position of the rail auxiliary structure along the guide rail assembly 30; the moving member 50 may also be a rolling member disposed on the bottom surface of the rail auxiliary structure, and the rolling member can freely roll along the guide rail assembly 30, so as to change the position of the rail auxiliary structure along the guide rail assembly 30.

Referring to fig. 3 to 5, fig. 3 is a schematic view showing a state of one of the opening modes of the track structure movable at the railway plane intersection according to an embodiment of the present invention, fig. 4 is a schematic view showing a state of another opening mode of the track structure movable at the railway plane intersection according to an embodiment of the present invention, and fig. 5 is a schematic view showing a state of another opening mode of the track structure movable at the railway plane intersection according to an embodiment of the present invention. Further, the rail assembly 30 includes a first rail 31 and a second rail 32. The first rail 31 is disposed along the extending direction of the road 41, and the first rail 31 is connected to the second rail 32. The second guide rail 32 extends from the road surface of the road 41 to a peripheral road surface area 42 of the road 41. In this way, the auxiliary track structure 20 moves from the area of the gap section 11 to the second guide rail 32 along the first guide rail 31 and to the peripheral road surface area 42, so as to realize a working state that the level crossing of the road 41 is passable; on the contrary, the auxiliary track structure 20 moves from the peripheral road surface area 42 to the first guide rail 31 along the second guide rail 32, and moves to the gap section 11 to be connected with the main track structure 10 to form a whole, so that the gap section 11 of the main track structure 10 is in a passable working state.

Referring to fig. 3 to 5, it should be noted that the second guide rail 32 may be parallel to the running direction of the main track structure 10, or may form an included angle with the running direction of the main track structure 10, as long as the auxiliary track structure 20 can be moved to the peripheral road surface area 42. Specifically, in the figures of the present embodiment, it is illustrated that the second guide rail 32 and the track main structure 10 run in parallel to each other.

Referring to fig. 3 to 5, in one embodiment, there are more than one first guide rails 31, and the first guide rails 31 pass through the gap section 11. The number of the second guide rails 32 is two, the two second guide rails 32 are both connected to the first guide rail 31, and the two second guide rails 32 are respectively located on both sides of the track main structure 10 and both extend to the peripheral road surface area 42. Thus, the two second guide rails 32 are respectively located at two sides of the main rail structure 10 and both extend to the peripheral road surface area 42, that is, the auxiliary rail structure 20 can be freely moved to the second guide rail 32 at one side of the main rail structure 10 according to the requirement of the auxiliary rail structure and moved to the peripheral road surface area 42 along the second guide rail 32, so that the road 41 is unobstructed, and vehicles on the road 41 can smoothly pass through the level crossing.

Specifically, the number of the first guide rails 31 is two to four, the two to four first guide rails 31 are arranged on the road surface of the road 41 at intervals, and the two to four moving members 50 are correspondingly arranged on the bottom surface of the rail auxiliary structure 20 and respectively move along the first guide rails 31, so that the first guide rails can be stably moved out of the notch sections 11 and then move into the second guide rails 32. Of course, the number of the first guide rails 31 may be one, or four or more, and is not limited herein.

In addition, it should be noted that the number of the second guide rails 32 is not limited to two, and may be one, or three or more, and when there is one second guide rail 32, the second guide rail 32 is disposed on one side of the rail main structure 10, that is, the rail auxiliary structure 20 is moved to the peripheral road surface area 42 on one side of the rail main structure 10.

Referring to fig. 3 to 5, in one embodiment, the rail auxiliary structure 20 includes two split structures 21. The two steel rails 216 of the auxiliary track structure 20 are respectively and correspondingly arranged on the two split structures 21. Like this, structure 20 is assisted through two components of a whole that can function independently structures 21 amalgamation formation, and when assisting structure 20 with the track and moving peripheral road surface region 42 like this, concrete moving means is more, confirms the scheme of moving according to actual demand for maneuverability is stronger more reasonable. Specifically, for example, the two split structures 21 may be moved to both sides of the main rail structure 10 through the first guide rail 31, and then the two split structures 21 may be moved to one side of the road 41 in the same direction through the second rail; for another example, the two split structures 21 may be moved to both sides of the main rail structure 10 through the first guide rail 31, respectively, and then the two split structures 21 may be moved reversely to both sides of the road 41 through the second rail; for another example, the two separate structures 21 may be moved to the same side of the main rail structure 10 by the first guide rail 31, and then the two separate structures 21 may be moved reversely to both sides of the road 41 by the second rail, or the two separate structures 21 may be moved to one side of the road 41.

It should be noted that the split structure 21 can be divided into more than two split small sections along the running direction of the main track structure 10, and the more than two split small sections are sequentially spliced to form the split structure 21. When the split structure 21 is moved out to the peripheral road surface area 42, the split small sections of the split structure 21 can be moved independently or together, so that the specific moving mode is more, the operability is stronger, and the detailed moving mode is not repeated herein.

Referring to fig. 6, 8 and 10, or fig. 7, 9 and 11, in one embodiment, the split structure 21 includes a supporting layer 211, an adjusting layer 212, a rail plate 213, a sleeper 214, a fastener 215 and a rail 216, which are sequentially disposed from bottom to top. The adjustment layer 212 is fixedly disposed on the support layer 211, the rail plate 213 is fixedly disposed on the adjustment layer 212, the tie 214 is fixedly disposed on the rail plate 213, the clip 215 is fixedly disposed on the tie 214, and the rail 216 is fixedly disposed on the clip 215. Specifically, the adjustment layer 212 is a CA mortar layer or a self-compacting concrete layer.

Referring to fig. 8 and 9, in one embodiment, the adjustment layer 212 has a protrusion 2121 on a bottom surface thereof, the support layer 211 has an inner recess 2111 corresponding to the protrusion 2121 on a top surface thereof, and the protrusion 2121 is received in the inner recess 2111. Alternatively, the bottom surface of the adjustment layer 212 is provided with an inner recess 2111, and the top surface of the support layer 211 is provided with a projection 2121 corresponding to the inner recess 2111, the projection 2121 fitting into the inner recess 2111. In this manner, the adjustment layer 212 can be firmly bonded to the support layer 211. Specifically, the number of the convex portions 2121 may be one, two, three, or more, and is not limited. The number of the concave portions 2111 is set corresponding to the number of the convex portions 2121.

Referring to fig. 6 to 11, in an embodiment, a first protrusion 2131 is disposed on a side surface of the track plate 213 of one of the split structures 21 facing the track plate 213 of the other split structure 21, a first groove 2132 corresponding to the first protrusion 2131 is disposed on a side surface of the track plate 213 of the other split structure 21 facing the track plate 213 of the one split structure 21, and the first protrusion 2131 is detachably inserted into the first groove 2132. Specifically, the number of the first protrusions 2131 is not limited, and may be one, two, three or more, and the number of the first grooves 2132 is the same as that of the first protrusions 2131. In this way, when the two split structures 21 move to the notch section 11, the first protrusion 2131 is inserted into the first groove 2132, so that the two split structures 21 can be positioned, and the stability is better.

Referring to fig. 6 to 11, in an embodiment, the second protrusion 2112 is disposed on a side of the supporting layer 211 of one of the split structures 21 facing the supporting layer 211 of the other split structure 21, the second groove 2113 corresponding to the second protrusion 2112 is disposed on a side of the supporting layer 211 of the other split structure 21 facing the supporting layer 211 of the one of the split structures 21, and the second protrusion 2112 is detachably inserted into the second groove 2113. In this way, when the two split structures 21 move to the notch section 11, the second protrusion 2112 is inserted into the second groove 2113, so that the two split structures 21 can be positioned, and the stability is better. Specifically, the number of the second protrusions 2112 is not limited, and may be one, two, three, or more, and the second grooves 2113 correspond to the number of the second protrusions 2112.

Referring to fig. 12, in one embodiment, the first guide rail 31 and the second guide rail 32 are both groove-shaped guide rails, the groove-shaped guide rails are embedded into the road surface of the road 41, and the moving member 50 moving along the groove-shaped guide rails is arranged on the bottom surface of the rail auxiliary structure 20; the moving member 50 is a ball gimbal, and the ball gimbal is movably disposed in the groove-shaped guide rail. Furthermore, it is understood that the moving member 50 may also be a universal roller movably disposed in the groove-shaped guide rail, and the moving member 50 may also be other moving components that can move along the groove-shaped guide rail, which is not limited herein.

In one embodiment, the track structure movable at the railroad grade crossing further comprises a drive mechanism. A drive mechanism is coupled to the rail sub-structure 20 for driving the rail sub-structure 20 along the rail assembly 30. Like this, assist structure 20 through actuating mechanism drive track and remove along guide rail set spare 30, need not the manual work and assist structure 20, degree of automation is higher for the drive track.

In one embodiment, the movable track structure at the railroad level crossing further includes a sensing device and a controller, the sensing device and the driving mechanism are electrically connected to the controller, the sensing device is used for sensing whether a train passes through the gap section 11, and the controller is used for controlling the driving mechanism to drive the track auxiliary structure 20 to act.

Further, the sensing device may be specifically, for example, a vibration sensing member, an acousto-optic sensing member, or the like. The vibration sensing part is arranged on the track main structure 10, for example, and judges whether a train arrives according to the vibration information by sensing the vibration information of the track main structure 10, when the train is about to arrive at the gap section 11, the controller correspondingly controls the driving mechanism to act, and the driving mechanism drives the track auxiliary structure 20 to move to the gap section 11, so that the track main structure 10 can pass through. After the train moves through the gap section 11, the driving mechanism correspondingly drives the rail auxiliary structure 20 to move out of the gap section 11, so that the road 41 can pass through again.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only represent some embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship 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 referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Claims (10)

1. A track structure movable at a railway plane intersection, the track structure movable at a railway plane intersection comprising:

the main track structure and the auxiliary track structure are respectively provided with a gap section at the position, crossed with a road, of the main track structure, and the auxiliary track structure is adaptive to the gap section and correspondingly arranged in the gap section;

a rail assembly disposed on the road surface, the rail assembly extending from the road surface directly below the gap section to a peripheral road surface area of the road, the track assist structure movably disposed on the rail assembly, the track assist structure being movable along the rail assembly to the gap section or to the peripheral road surface area.

2. The track structure movable at a railway plane intersection of claim 1, wherein the track assembly comprises a first track and a second track; the first guide rail is arranged along the extending direction of the road, and the first guide rail is connected with the second guide rail; the second guide rail extends from the road surface of the road to a peripheral road surface area of the road.

3. The track structure as claimed in claim 2, wherein the number of the first guide rails is one or more, the first guide rails pass through the gap section, the number of the second guide rails is two, both the second guide rails are connected to the first guide rails, and both the second guide rails are respectively located at both sides of the track main structure and extend to the peripheral road surface area.

4. The track structure movable at a railway plane intersection according to claim 3, wherein the track auxiliary structure comprises two split structures, and two rails of the track auxiliary structure are respectively correspondingly arranged on the two split structures.

5. The track structure movable at a railway plane intersection according to claim 4, wherein the split structure comprises a supporting layer, an adjusting layer, a track plate, a sleeper, a fastener and the steel rail which are arranged in sequence from bottom to top; the adjusting layer is fixedly arranged on the supporting layer, the track plate is fixedly arranged on the adjusting layer, the sleeper is fixedly arranged on the track plate, the fastener is fixedly arranged on the sleeper, and the steel rail is fixedly arranged on the fastener.

6. The track structure movable at a railway plane intersection according to claim 5, wherein a first protrusion is provided on a side of the track plate of one of the split structures facing the track plate of the other of the split structures, and a first groove corresponding to the first protrusion is provided on a side of the track plate of the other of the split structures facing the track plate of one of the split structures, and the first protrusion is detachably inserted into the first groove.

7. A track structure movable at a railway plane intersection according to claim 5, wherein the side of the supporting layer of one of the split structures facing the supporting layer of the other split structure is provided with a second protrusion, and the side of the supporting layer of the other split structure facing the supporting layer of the one of the split structures is provided with a second groove corresponding to the second protrusion, and the second protrusion is detachably inserted into the second groove.

8. The track structure as claimed in claim 2, wherein the first and second rails are groove-shaped rails embedded in the road surface, and the track substructure is provided on a bottom surface thereof with moving members moving along the groove-shaped rails; the moving piece is a universal ball, and the universal ball is movably arranged in the groove-shaped guide rail.

9. The track structure as claimed in any one of claims 1 to 8, further comprising a drive mechanism coupled to the track sub-structure for driving the track sub-structure along the rail assembly.

10. The track structure as claimed in claim 9, wherein the track structure further comprises an induction device and a controller, the induction device and the driving mechanism are electrically connected to the controller, the induction device is used for inducing whether a train passes through the gap section, and the controller is used for controlling the driving mechanism to drive the track auxiliary structure to move.

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