CN108313066A - A kind of rigid suspended formula monorail transit system - Google Patents

Abstract

The invention relates to a rigid suspended monorail traffic system, which is applied to rail traffic. The technical problem to be solved by the present invention is: to provide a rigid suspended monorail traffic system, through the use of rigid track beams, rigid bogies and rigid pier systems, and rigid connections between car bodies and bogies to realize the rigidity of the structural system, The deformation of the track beam and the shaking angle of the car body are reduced, and the existing flexible and semi-flexible semi-rigid suspension monorail systems are solved due to large structural deformation and large car body shaking, resulting in slow driving speed and small transportation capacity.

Description

A Rigid Suspension Monorail Transit System

technical field

This patent relates to a rigid suspended monorail traffic system, which is applied to rail traffic. Specifically, by proposing a rigid suspension monorail transit system with less track beam deflection and less vehicle sloshing, the existing flexible or semi-flexible and semi-rigid suspension monorail transit systems have large track beam deformation and large vehicle sloshing. As well as the resulting problems of slow driving speed, low traffic volume, and hidden dangers of driving safety, it belongs to the field of suspended monorail traffic.

Background technique

In the suspended monorail system, the vehicle is suspended under the track beam, and the track beam has both load-bearing and guiding functions. According to the structural deformation of the suspended monorail system and the sway angle of the car body during operation, the existing suspended monorail system can be divided into two types: the flexible suspended monorail system and the semi-flexible and semi-rigid system.

The flexible suspended monorail transit system is generally composed of flexible cables 1-r and suspended car body 4-r. During operation, the deformation of the track beam structure system and the shaking of the car body are very large. The flexible cable 1-r serves as both the load-bearing structure and the guiding structure of the track system. The rigidity of the flexible cable 1-r is very small, and the vertical deformation f _r is very large when the force is applied, which can reach more than ten centimeters or even larger, as shown in Figure 1. When subjected to lateral loads, such as wind loads, on the one hand, the lateral deformation of the cable is very large, resulting in a large lateral deflection angle θ of the cable itself; on the other hand, due to the It is a hinged connection, so the car body 4-r will produce a relatively large rotation angle α relative to the cable, and the combined action of the two will cause the car body to sway very greatly during operation, and the sway angle can reach about 15°, as shown in Figure 2 Show. This type of suspended monorail deforms the track structure and uncontrollably shakes the car body during operation, resulting in very low vehicle speed and small transport capacity, and is only suitable for sightseeing in parks or playgrounds.

The semi-flexible and semi-rigid suspended monorail transit system generally consists of a 1-m semi-flexible and semi-rigid track beam, a 3-m pier system and a vehicle system with a relatively large rotation of the vehicle body relative to the track beam. Wherein, the vehicle system includes a bogie 2-m and a car body 4-m. The deformation of the track beam structure and the shaking of the car body during operation of this traffic system are reduced compared with the flexible suspension monorail traffic system. The stiffness of the track girder of this semi-flexible and semi-rigid suspended monorail system is much greater than that of the cable, but since it usually adopts steel structures such as thin-walled steel box girders or steel trusses with openings at the bottom, its lateral stiffness cannot reach conventional The transverse stiffness of reinforced concrete box girders leads to a stiffness between cables and conventional reinforced concrete box girders, which is called semi-flexible and semi-rigid track beams. This kind of track beam can reduce structural deformation when bearing load, and control the vertical deflection f _m of the track beam between 1/800 and 1/100 of its own span, which can meet the requirements in engineering use. The deflection diagram of this kind of track beam As shown in Figure 3. When a suspended monorail vehicle is running, the sway angle of the car body relative to the track beam generally consists of three parts, namely: the rotation angle θ of the track beam relative to the bridge pier cover beam, and the rotation angle α of the bogie relative to the position change of the track beam and the rocking angle β of the car body relative to the bogie, as shown in Figure 4. Compared with the above-mentioned flexible suspension monorail system, this semi-flexible and semi-rigid suspension monorail system has negligible angle θ of track beam sloshing, but because the torsional stiffness of the general bogie in this system is small (can be lead to a larger α) or the use of hinges between the car body and the bogie (which can lead to a larger β), so (α+β) can still reach a larger value, generally up to about 4°~15°, resulting in The vehicle shakes a lot when the system is running. The structural deformation and body shaking of the semi-soft and semi-rigid suspension monorail transportation system are greatly reduced compared with the flexible suspension monorail transportation system, which greatly increases its driving speed and transportation capacity, and has the functions of carrying passengers and sightseeing. This suspended monorail traffic system has become the best choice for small and medium-sized traffic lines such as small and medium-sized cities, airport lines, and various short-distance traffic lines.

At present, several suspended monorail lines that have been built and used as public transportation in the world mainly adopt two types, namely, the Langen type in Germany and the Safege type suspended monorail system widely used in Japan. . Although the form of the track beam and the form of the vehicle system of these two monorail systems are different, they both adopt the combination form of the semi-flexible and semi-rigid track beam and the vehicle system in which the vehicle body rotates relatively to the track beam in nature. Both forms belong to the semi-flexible and semi-rigid suspension monorail system. Among them, the German (Langen) system uses a track beam in the form of a steel truss beam, whose stiffness is greater than that of a cable but less than that of a reinforced concrete beam, and is a semi-flexible and semi-rigid track beam. In its vehicle system, although the rigid connection between the bogie and the car body does not have a rotation β angle, the running wheels on the bogie and the track beam are connected in a hinged form, so the position of the bogie relative to the track beam The rotation angle α angle produced by the change will be very large, so (α+β) will be very large. Facts have proved that the system (α+β) can reach about 15°. Japan's Safege monorail system uses a thin-walled steel box girder with an open bottom as the track beam, and its rigidity is between that of cables and reinforced concrete steel box girders, which is a semi-flexible and semi-rigid track beam; its vehicle system uses different For the bogie with stabilizer wheels, the moment arm against torsion and swaying is very small, resulting in a large α angle during operation. At the same time, the articulated form between the bogie and the car body leads to a large β angle, so (α+β) is very large, generally above 4°. To sum up, it can be seen that the suspended monorail traffic systems in the world all belong to this kind of semi-flexible and semi-rigid suspended monorail traffic system.

The connection between the bogie and the vehicle body of the existing suspended monorail system basically adopts a flexible connection, that is, a hinged form. For example, the patent No. CN106218648A discloses a suspension type monorail car body crossbeam connection structure and a suspension type monorail vehicle. The invention is provided with a barb structure, and the crossbeam cooperates with the barbs of the connecting plate, so that the connection between the crossbeam and the suspension type car body is realized. It eliminates the non-rigid connection, avoids the dependence on the welding method, and solves the internal stress caused by the movement of the suspended car body. However, this non-rigid connection makes the vehicle body prone to large shaking during operation, which affects driving stability and driving speed.

Chinese Patent No. CN106004912A discloses a bogie that reduces the lateral sway of a suspended monorail traffic train. A side arm is added to the longitudinal beam of the bogie, and a stabilizing wheel is arranged on the side arm. Through the bogie longitudinal beam, the side arm, the suspension device The interaction forms a torsion-resistant frame system and the running wheels, guide wheels, and stabilizing wheels form a torsion-resistant space force system to increase the lateral stiffness of the train and bogie system, achieve the purpose of balancing the train and reducing lateral shaking. Although this patent can reduce the shaking angle α generated by the bogie, it cannot reduce the angle β generated by the shaking of the vehicle body.

In view of the above problems, combined with the actual conditions of the existing flexible suspended monorail traffic system and semi-flexible semi-rigid suspended monorail traffic system, such as large structural deformation, large vehicle body shaking, and small transportation volume, combined with the applicant's large number of tests and experiences, Starting from the deformation of the track beam structure and the shaking principle of the car body, theoretical analysis is carried out, and this patent is finally proposed.

patent content

The technical problem to be solved in this patent is: to provide a rigid suspended monorail traffic system, through the use of rigid track beams, rigid bogies and rigid pier systems, and rigid connections between car bodies and bogies to realize the rigidity of the structural system, The deformation of the track beam and the shaking angle of the car body are greatly reduced, and the existing flexible and semi-flexible semi-rigid suspension monorail systems are solved due to large structural deformation and large car body shaking, which lead to slow driving speed and small transportation capacity. .

The technical solution adopted by this patent to solve the technical problem is: a rigid suspended monorail traffic system, which is characterized in that it consists of a rigid track beam, a rigid bogie, a rigid pier system and a car body.

The above-mentioned rigid suspended monorail traffic system is characterized in that the rigid track beam is composed of a rigid roof, a rigid web and a rigid bottom.

The above-mentioned rigid track beam is characterized in that: the purpose of the rigid roof is achieved by increasing the thickness of the rigid roof, arranging steel bars, applying prestressing technology, or improving the space pressure bearing capacity.

The above-mentioned rigid track beam is characterized in that: the purpose of the rigid web is achieved by increasing the thickness of the rigid web, arranging steel bars, applying prestressing technology, or improving the space resistance to shear and torsion.

The above-mentioned rigid track beam is characterized in that: the purpose of the rigid floor is achieved by increasing the thickness of the rigid floor, arranging steel bars, applying prestressing technology, or improving the space bearing capacity.

The above-mentioned rigid suspension monorail transportation system is characterized in that the rigid bogie is composed of a rigid bogie frame structure and a rigid connection device between the car body and the bogie.

The above-mentioned rigid bogie is characterized in that the rigid bogie frame structure improves the torsion resistance of the bogie frame structure by increasing the distance between the stabilizing wheels and the running wheels, so as to realize the rigid bogie frame structure.

The above-mentioned rigid bogie is characterized in that the rigid connection device between the car body and the bogie realizes the purpose of rigid connection by fixing the car body and the bogie so that the two do not move relative to each other.

The above-mentioned rigid suspended monorail traffic system is characterized in that: the rigid pier system is composed of rigid pier, rigid cap beam and rigid anchorage system.

The above-mentioned rigid pier system is characterized in that: the rigid pier increases the stress stiffness of the pier by increasing the cross-sectional size, so as to achieve the purpose of the rigid pier.

The above-mentioned rigid bridge pier system is characterized in that: the rigid cap girder improves the bending resistance of the cap girder by increasing the section height of the cap girder or deploying steel bars or applying prestressing technology, so as to achieve the purpose of the rigid cap girder.

The above-mentioned rigid bridge pier system is characterized in that: the rigid anchorage system connects the cover beam and the track beam by using a support that restricts lateral rotation and movement, or adopts the form of consolidation of the cover beam and the track beam to achieve the purpose of the rigid anchorage system .

Compared with the prior art, the beneficial effects of this patent are:

1. Improvement of the vertical deflection of the track beam

When the vertical deflection of the track beam is too large, it will most directly affect the ride comfort of the train; from the perspective of the structural deformation of the track beam, the excessive vertical deformation will also increase the torsional effect of the track beam in the curved section, and even cause the track The beam body is damaged; on the other hand, due to the excessive vertical deflection of the track beam, it will also limit the driving speed and passenger capacity.

This patent proposes a rigid suspended monorail traffic system, using rigid track beams, so that the deformation performance of the track beams can meet or approach the requirements of straddle-type monorail traffic, so that its operating speed and passenger capacity can meet the requirements of mainstream public transport , and ensure the ride comfort and reliability, and solve the shortcomings of the traditional flexible suspension monorail system and semi-flexible semi-rigid suspension monorail system, such as slow driving speed, small passenger volume and uneven driving. A schematic diagram of the vertical deflection of a rigid track beam proposed in this patent is shown in FIG. 5 .

Table 1 shows the mid-span deflection values of semi-flexible and semi-rigid track beams and rigid track beams under operating loads in the simply supported system obtained from the test. Among them, the span L of the track beam is 24m, and the curve radius is 100m.

Load combination 1: self-weight of beam + phase II dead load + train live load

Load combination 2: self-weight of the beam + dead load of the second phase + live load of the train + impact action + lateral sway force

Load combination 3: self-weight of the beam + dead load of the second phase + live load of the train + impact action + centrifugal force

Table 1 Comparison of mid-span deflection test values between semi-flexible and semi-rigid track beams and rigid track beams (unit: mm)

It can be seen from Table 1 that the mid-span deflection of the traditional semi-flexible and semi-rigid track beams under the operation load is greater than L/800, while the mid-span deflection of the rigid track beams is less than L/800, which has reached the straddle type The requirements of monorail traffic for mid-span deflection can ensure that the deflection of the track beam of the rigid suspended monorail traffic system can meet the requirements of vehicle ride comfort and passenger comfort.

2. Improvement on the deformation of the pier system

The horizontal bending angle of the track beam end caused by the difference in transverse and horizontal deformation of the bridge pier is too large, and the vertical deflection of the bridge pier cover beam is too large, which causes the vertical bending angle of the track beam end to be too large. It is the characteristic of the track. When the bending angle at the end of the track beam is too large, the vehicle may not be able to run normally on the beam, causing a series of problems such as vehicle jumping.

This patent proposes a rigid suspended monorail traffic system, using a rigid pier system, in which the deformation of the rigid pier and rigid cover beam can meet the design requirements of the monorail traffic system, and control the horizontal deformation of the top of the pier and the vertical deflection of the cover girder All within a reasonable range, to ensure the ride comfort of the vehicle and the comfort of passengers, and solve the problems of vehicle ride comfort and passenger comfort brought about by the traditional flexible suspension monorail traffic system and semi-flexible semi-rigid suspension monorail traffic system .

3. Improvements to the shaking of the car body

Both the traditional flexible suspension monorail system and the semi-flexible semi-rigid suspension monorail system have large body shaking during operation, which will cause poor comfort for passengers. In addition, since the shaking of the car body is a reciprocating motion, it will easily cause stress fatigue at the connection between the bogie and the car body, and once the structure is damaged and broken, it will cause serious safety hazards.

This patent solves the above-mentioned problems by proposing a rigid suspended monorail traffic system. On the one hand, the rigid suspended monorail transit system uses suspension supports that restrict lateral rotation and movement to connect track beams and cover beams or uses pier beams to connect track beams and cover beams, so that the distance between track beams and bridge pier cover beams There is no obvious relative rotation between them, that is, the relative rotation angle θ of the track beam relative to the pier cover beam is eliminated. On the other hand, the rigid suspension monorail system uses a rigid bogie. The rigid frame of this rigid bogie increases the distance between the stable wheel and the running wheel, which greatly improves the torsion resistance of the frame itself and reduces the steering force. The relative rotation angle α between the frame and the track beam, the test proves that the maximum value of the rotation angle α can be controlled within 4°. Secondly, the rigid bogie is rigidly connected with the car body, which eliminates the sway angle β of the car body relative to the bogie, which makes the rotation angle (θ+α+β) of the car body relative to the pier cap girder can be controlled at 4 Within °, a schematic diagram of the shaking angle of a rigidly suspended monorail transit system is shown in Figure 6. By controlling the rotation angle (θ+α+β) of the car body relative to the pier cap beam in this way, it can reach an order of magnitude similar to the rotation angle between the straddle monorail body and the track beam, ensuring the comfort of passengers. At the same time, it reduces the fatigue effect of the connection between the bogie and the car body, and can prevent potential safety hazards caused by structural damage and fracture. Table 2 shows the sway angles of the car body relative to the pier cap girder under different wind speeds for the semi-flexible and semi-rigid suspended monorail system and the rigid suspended monorail system.

Table 2 Test values of body shaking angle of semi-flexible and semi-rigid system and rigid system (unit: °)

It can be seen from Table 2 that in the most unfavorable situation (wind speed is 30m/s), the body shaking angle of the semi-flexible and semi-rigid suspension monorail traffic system is greater than 4°; while the body shaking angle of the rigid suspension monorail traffic system All can be controlled within 4°, which can provide passengers with better comfort and ride comfort of the vehicle.

Description of drawings

Fig.1 Schematic diagram of cable deformation of flexible suspended monorail transit system

Figure 2 Schematic diagram of the body shaking angle of the flexible suspended monorail transit system

Figure 3 Schematic diagram of the vertical deflection of the track beam of the semi-flexible and semi-rigid suspended monorail transit system

Figure 4 Schematic diagram of the shaking angle of the semi-flexible and semi-rigid suspended monorail traffic system

Fig.5 Schematic diagram of vertical deflection of prestressed concrete bottom opening rigid suspension rail system

Figure 6 Schematic diagram of the sloshing angle of the car body of the rigid suspension rail system with openings in the prestressed concrete bottom

Figure 7. The schematic diagram of the box-shaped track beam with the bottom opening of the rigid suspension monorail system.

Figure 8 Schematic diagram of the vertical deflection of the rigid suspension rail system with openings at the bottom of the steel structure

Figure 9 Schematic diagram of the shaking angle of the car body of the rigid suspension rail system with openings at the bottom of the steel structure

Figure 10 Schematic diagram of the vertical deflection of the rigid suspension rail system with openings at the bottom of the steel-concrete composite structure

Figure 11 Schematic diagram of the rocking angle of the car body of the rigid suspension rail system with openings at the bottom of the steel-concrete composite structure

Figure 12 Schematic diagram of the vertical deflection of the prestressed concrete base plate overhanging rigid suspension rail system

Figure 13 Schematic diagram of the sloshing angle of the car body of the prestressed concrete floor and the rigid suspension rail system

Fig. 14 Schematic diagram of the box-shaped track beam with the bottom plate of the rigid suspended monorail system

Figure 15 Schematic diagram of the vertical deflection of the rigid suspension rail system with the steel structure bottom plate extended

Figure 16 Schematic diagram of the swaying angle of the car body in the rigid suspension rail system with steel structure bottom plate

Figure 17 Schematic diagram of the vertical deflection of the steel-concrete composite structure bottom plate extended rigid suspension rail system

Figure 18 Schematic diagram of the sloshing angle of the car body of the steel-concrete composite structure bottom plate extended rigid suspension rail system

Those skilled in the art can easily understand the features indicated by numbers in the figure in combination with the following embodiments, so details are not repeated here.

Detailed ways

A rigid suspension monorail transit system will be further described below in conjunction with the accompanying drawings. It should be pointed out before that that the embodiments described by the accompanying drawings are only used as illustrations and should not be construed as limitations of the present invention.

Embodiment 1 A prestressed concrete bottom opening rigid suspension monorail traffic system

Combining with Fig. 5, Fig. 6 and Fig. 7, a kind of prestressed concrete bottom opening rigid suspension monorail transit system based on this patent is demonstrated. The rigid suspended monorail traffic system with a prestressed concrete bottom opening includes a prestressed concrete bottom opening box-shaped track beam 1-a, a bogie 2-a with additional stabilizing wheels, an L-shaped pier system 3-a and a car body 4-a.

In terms of structure and function, the prestressed concrete bottom opening box track beam 1-a is the main load-bearing structure and guiding structure, which is installed under the cover beam G _a of the L-shaped pier system 3-a through the suspension support S _a . The bogie 2-a with additional stabilizing wheels is placed inside the prestressed concrete bottom opening box-shaped track beam 1-a, its running wheels are placed on the inner surface of the prestressed concrete bottom plate D _a , and the guide wheels are placed on the prestressed concrete web On the lower surface of the inner side of W _a , the stabilizing wheel is placed on the upper surface of the inner side of the prestressed concrete web W _a ; the bogie 2-a and the car body 4-a with the added stabilizing wheel are rigidly connected by bolts L _a connected to form a rigid whole. Adding the bogie 2-a of the stabilizing wheel mainly plays the role of limiting the shaking of the vehicle.

In terms of force and deformation, the prestressed concrete bottom opening suspension monorail system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, and the impact load of the train during operation. , centrifugal force, wind load and train swaying force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A prestressed concrete bottom opening rigid suspension monorail transit system adopts prestressed concrete bottom opening box-shaped track beam 1-a, and its upper roof adopts reinforced concrete roof U _a , and its thickness is increased by increasing the thickness of the roof and deploying longitudinal reinforcement. Tensile and compressive capacity, in order to achieve the purpose of rigid roof; its web adopts prestressed concrete web W _a , by increasing the thickness of the web, configuring stirrups and applying prestress to improve its shear and torsion resistance, in order to achieve The purpose of the rigid web; the bottom plate adopts the prestressed concrete bottom plate D _a , and its tensile and compressive capacity is improved by increasing the thickness of the bottom plate, configuring longitudinal reinforcement and applying prestress, so as to achieve the purpose of the rigid bottom plate. Through the operations in the above aspects, the purpose of the prestressed concrete bottom opening box track beam 1-a being a rigid track beam is realized.

The test proves that the rigid track beam can generally satisfy the vertical deflection of not more than 1/800 of its own span under the operation load. The vertical deflection f a of prestressed concrete bottom opening box track beam 1- _a is shown in Fig. . Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie. The rocking angle of the car body of the prestressed concrete bottom opening rigid suspension monorail transit system is shown in Figure 6.

The simplified force model of bogie and track beam is shown in Fig. 7. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F and a moment M acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M is analyzed. When the bogie is subjected to a moment M, the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ to resist the moment M. According to the principle of moment balance, there is a balance relation M=F ₁ ×a, where a is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizing wheel on the diagonal is Distance a, which is equivalent to increasing the distance between the same-side stable wheel and the running wheel, that is, the distance between the same-side stable wheel and the running wheel can be used to measure the torsion resistance of a bogie. The greater the distance between them, the greater the torsional capacity of the bogie.

A prestressed concrete bottom opening rigid suspension monorail transit system adopts the bogie 2- _a with additional stabilizer wheels. wheel. It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the rigid bogie 2-a with the added stable wheel Torsion resistance to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolts L _a , and there is no relative movement between the bogie and car body to achieve the purpose of rigid connection. Through the above aspects of operation, the purpose of adding the rigid bogie 2-a of the stabilizing wheel to the rigid bogie is realized.

Tests have proved that when the rigid bogie is subjected to lateral loads, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 3°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ relative to the cover beam, as shown in Figure 6. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q a of the L-shaped pier system 3- _a increases its stress stiffness by increasing the section size to achieve the purpose of a rigid pier; the cover girder G _a increases the section height of the cover girder and configures longitudinal steel bars and stirrups, and The prestressing technology is applied to improve the bending and shearing resistance of the cap girder to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support S _a that restricts lateral rotation and movement, so as to realize Purpose of rigid anchorage system. Through the operations in the above aspects, the purpose of the L-shaped pier system 3-a being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a prestressed concrete bottom opening rigid suspension monorail system can well control the vertical deformation of the track beam and the shaking of the car body, so that the rigid suspension monorail system maintains a better line alignment and guarantees Driving safety and driving ride comfort provide conditions for improving driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

Embodiment 2 A steel structure bottom opening rigid suspension monorail traffic system

With reference to Fig. 7, Fig. 8 and Fig. 9, a demonstration and description of a steel structure bottom opening rigid suspension monorail transportation system based on this patent is given. The steel structure bottom opening rigid suspension monorail traffic system includes a steel structure bottom opening box-shaped track beam 1-b, a bogie 2-b with additional stabilizing wheels, an L-shaped pier system 3-b and a car body 4- b.

In terms of structure and function, the steel structure bottom opening box track beam 1-b is the main load-bearing structure and guiding structure, and is installed under the cover beam G b of the L-shaped pier system 3- _b through the suspension support S _b . The bogie 2-b with additional stabilizing wheels is placed inside the box-shaped track beam 1-b with an opening at the bottom of the steel structure, its running wheels are placed on the inner surface of the ribbed steel bottom plate D _b , and the guide wheels are placed on the corrugated steel web W _b On the lower surface of the inner side, the stabilizing wheel is placed on the upper surface of the inner side of the corrugated steel web _Wb ; the bogie 2-b with the added stabilizing wheel and the car body 4-b are rigidly connected by bolts Lb in a bolted manner to form a Rigid whole. Adding the bogie 2-b of the stabilizing wheel mainly plays the role of limiting the shaking of the vehicle.

In terms of force and deformation, the steel structure bottom opening suspension monorail transit system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, the impact load of the train, Centrifugal force, wind load, train sway force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A steel structure bottom opening rigid suspension monorail transit system adopts a steel structure bottom opening box-shaped track beam 1-b, and its upper roof adopts a ribbed steel box roof U _b , and by increasing the height of the steel box and adding stiffeners inside the box number to improve its tensile and compressive capacity to achieve the purpose of a rigid roof; its web adopts corrugated steel web W _b , and its shear and torsional capacity is improved by increasing the distance between peaks and troughs and appropriately reducing the wavelength to achieve the purpose of rigid roof. Realize the purpose of rigid web; the bottom plate adopts ribbed steel bottom plate D _b , and its tensile and compressive capacity is improved by increasing the number of stiffening ribs and increasing the section height of stiffening ribs, so as to achieve the purpose of rigid bottom plate. Through the operations in the above aspects, the purpose of the box-shaped track beam 1-b with the opening at the bottom of the steel structure as a rigid track beam is realized.

The test proves that the rigid track beam can generally satisfy the vertical deflection of not more than 1/800 of its own span under the operation load. The vertical deflection f _b of the box-shaped track beam 1-b with the bottom opening of the steel structure is shown in Figure 8 . Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie.

The simplified force model of bogie and track beam is shown in Fig. 7. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F and a moment M acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M is analyzed. When the bogie is subjected to a moment M, the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ to resist the moment M. According to the principle of moment balance, there is a balance relation M=F ₁ ×a, where a is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizing wheel on the diagonal is Distance a, which is equivalent to increasing the distance between the same-side stable wheel and the running wheel, that is, the distance between the same-side stable wheel and the running wheel can be used to measure the torsion resistance of a bogie. The greater the distance between them, the greater the torsional capacity of the bogie.

A steel structure bottom opening rigid suspension monorail transit system uses a bogie 2-b with additional stabilizing wheels. Compared with the semi-flexible and semi-rigid bogie frame, the bogie frame structure K _b has additional stabilizing wheels above the guide wheels . It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the resistance of the bogie 2-b with the addition of stable wheels. Torsional capacity, in order to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolt L _b bolting method, there is no relative movement between the bogie and car body, in order to achieve the purpose of rigid connection. Through the above aspects of operation, the purpose of adding the bogie 2-b of the stabilizing wheel is a rigid bogie.

The test proves that when the rigid bogie is subjected to lateral load, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 4°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ relative to the cover beam, as shown in Figure 6. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q _b of the L-shaped pier system 3-b increases its stress stiffness by increasing the cross-sectional size to achieve the purpose of a _rigid pier; The bending and shearing resistance of the cap beam is used to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support S _b that restricts lateral rotation and movement, so as to achieve the purpose of the rigid anchorage system. Through the operations in the above aspects, the purpose of the L-shaped pier system 3-b being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a steel structure bottom opening rigid suspension monorail traffic system can well control the vertical deformation of the track beam and the shaking of the car body, so that the rigid suspension monorail traffic system can maintain a better line alignment and ensure traffic Safety and driving comfort provide conditions for improving driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

Embodiment 3 A steel-concrete composite structure bottom opening rigid suspension monorail traffic system

In conjunction with Fig. 7, Fig. 10 and Fig. 11, a demonstration of a steel-concrete composite structure with a bottom opening and a rigid suspension monorail transit system described in this patent is demonstrated. The rigid suspended monorail traffic system with a bottom opening of the steel-concrete composite structure includes a box-shaped track beam 1-c with an opening at the bottom of the steel-concrete composite structure, a bogie 2-c with additional stabilizing wheels, a T-shaped pier system 3-c and Body 4-c.

In terms of structure and function, the bottom opening box track beam 1-c of the steel-concrete composite structure is the main load-bearing structure and guiding structure, and is installed on the cover beam G _c of the T-shaped pier system 3-c through the suspension support S _c below. The bogie 2-c with added stabilizing wheels is placed inside the open box-shaped track beam 1-c of the steel-concrete composite structure, its running wheels are placed on the inner surface of the ribbed steel bottom plate _Dc , and the guide wheels are placed on the corrugated steel web On the lower surface of the inner side of W _c , the stabilizing wheel is placed on the upper surface of the inner side of the corrugated steel web W _c ; the bogie 2-c with the added stabilizing wheel and the car body 4-c are rigidly connected by bolts L _c , forming a rigid whole. Adding the bogie 2-c of the stabilizing wheel mainly plays the effect of limiting the shaking of the vehicle.

In terms of force and deformation, the steel structure bottom opening suspension monorail transit system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, the impact load of the train, Centrifugal force, wind load, train sway force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A steel-concrete composite structure bottom opening rigid suspension monorail transit system adopts a steel-concrete composite structure bottom opening box-shaped track beam 1-c, and its upper roof is made of reinforced concrete roof U _c , and the thickness of the roof is increased and the longitudinal reinforcement is arranged. Improve its tensile and compressive capacity to achieve the purpose of a rigid roof; its web adopts corrugated steel web W _c , and increases its shear and torsion resistance by increasing the distance between peaks and troughs and appropriately reducing the wavelength to achieve rigidity The purpose of the web; the bottom plate adopts the ribbed steel bottom plate D _c , and its tensile and compressive capacity is improved by increasing the number of stiffeners and increasing the height of the stiffener section, so as to achieve the purpose of a rigid bottom plate. Through the operations in the above aspects, the purpose of the box-shaped track beam 1-c with the opening at the bottom of the steel-concrete composite structure being a rigid track beam is realized.

The test proves that the rigid track beam can generally satisfy the vertical deflection of not more than 1/800 of its own span under the operation load. The vertical deflection f _c of the box-shaped track beam 1-c at the bottom of the steel-concrete composite structure is shown in Figure 10 shown. Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie. Show.

The simplified force model of bogie and track beam is shown in Fig. 7. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F and a moment M acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M is analyzed. When the bogie is subjected to a moment M, the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ to resist the moment M. According to the principle of moment balance, there is a balance relation M=F ₁ ×a, where a is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizing wheel on the diagonal is Distance a, which is equivalent to increasing the distance between the same-side stable wheel and the running wheel, that is, the distance between the same-side stable wheel and the running wheel can be used to measure the torsion resistance of a bogie. The greater the distance between them, the greater the torsional capacity of the bogie.

A steel-concrete composite structure bottom opening rigid suspension monorail transit system uses a bogie 2- _c with additional stabilizing wheels. stable wheels. It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the resistance of the bogie 2-c with the added stable wheel. torsion capacity to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolt L _c bolting method, and there is no relative movement between the bogie and car body to achieve the purpose of rigid connection. Through the above aspects of operation, the purpose of adding the bogie 2-c of the stabilizing wheel is a rigid bogie.

The test proves that when the rigid bogie is subjected to lateral load, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 4°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ relative to the cover beam, as shown in Figure 11. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q _c of the T-shaped pier system 3-c increases its stress stiffness by increasing the section size to achieve the purpose of a rigid pier; the cover girder G _c increases by increasing the section height of the cover girder and configuring longitudinal steel bars and stirrups The bending and shearing resistance of the cap beam is used to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support S _c that restricts lateral rotation and movement, so as to achieve the purpose of the rigid anchorage system. Through the operations in the above aspects, the purpose of the T-shaped pier system 3-c being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a steel-concrete composite structure with a bottom opening rigid suspension monorail system can well control the vertical deformation of the track beam and the shaking of the car body, so that the rigid suspension monorail system maintains a better line alignment. Guarantee driving safety and ride comfort, and provide conditions for increasing driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

Embodiment 4 A monorail traffic system with prestressed concrete base plate extended rigid suspension

In conjunction with Fig. 12, Fig. 13 and Fig. 14, a rigid suspension monorail transit system based on this patent is demonstrated. The described a kind of prestressed concrete bottom slab overhanging rigid suspended monorail traffic system comprises prestressed concrete slab overhanging box-shaped track girder 1-d, bogie 2-d with additional stabilizing wheels, L-shaped pier system 3-d and Car body 4-d.

From the perspective of structure and function, the prestressed concrete floor overhanging box track beam 1-d is the main load-bearing structure and guiding structure, and is installed on the cover beam G _d of the L-shaped pier system 3-d through the suspension support S _d below. The bogie 2-d with additional stabilizing wheels is placed inside the outstretched box-shaped track beam 1-d of the prestressed concrete floor, its running wheels are placed on the inner surface of the prestressed concrete floor D _d , and the guide wheels are placed on the prestressed concrete web On the lower surface of the inner side of the slab W _d , the stabilizing wheel is placed on the upper surface of the inner side of the prestressed concrete web W _d ; the bogie 2-d and the car body 4-d with the added stabilizing wheel are bolted through the bolt L _d Rigidly connected to form a rigid whole. Adding the bogie 2-d of the stabilizing wheel mainly plays the role of limiting the shaking of the vehicle.

In terms of force and deformation, the prestressed concrete suspended monorail system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, the impact load of the train, Centrifugal force, wind load, train sway force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A prestressed concrete floor overhanging rigid suspended monorail transit system uses a prestressed concrete floor overhanging box-shaped track beam 1-d, and its upper roof adopts a reinforced concrete roof U _d , and increases the thickness of the roof and arranges longitudinal reinforcement. Improve its tensile and compressive capacity to achieve the purpose of a rigid roof; its web adopts prestressed concrete web W _d , and its shear and torsion resistance can be improved by increasing the thickness of the web, configuring stirrups, and applying prestress. In order to achieve the purpose of rigid web; the bottom plate adopts prestressed concrete bottom plate D _d , and its tensile and compressive capacity is improved by increasing the thickness of the bottom plate, configuring longitudinal reinforcement and applying prestress, so as to achieve the purpose of rigid bottom plate. Through the operations in the above aspects, the purpose of the rigid track beam 1-d being the overhanging box track beam of the prestressed concrete floor is realized.

The test proves that the rigid track beam can generally satisfy the vertical deflection of not more than 1/800 of its own span under the operation load. The 1-d vertical deflection deformation f _d of the prestressed concrete floor overhanging box track beam is shown in Figure 12 shown. Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie. Show.

The simplified force model of bogie and track beam is shown in Fig. 14. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F' and a moment M' acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M' is analyzed. When the bogie is subjected to a moment M', the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ ' to resist the moment M'. According to the principle of moment balance, there is a balance relationship M'=F ₁ '×a', where a' is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ ′ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizer wheel on the diagonal is The distance a′ is equivalent to increasing the distance between the same-side stabilizing wheel and the running wheel, that is, the distance between the same-side stabilizing wheel and the running wheel can be used to measure the torsion resistance of a bogie. When the side stabilizing wheel and the The greater the distance between the running wheels, the greater the torsional resistance of the bogie.

A prestressed concrete floor-extruded rigid suspension monorail transit system uses a bogie 2- _d with additional stabilizing wheels. stable wheels. It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the rigidity of the bogie 2-d with the addition of stable wheels Torsion resistance to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolt L _d bolting method, and there is no relative movement between the bogie and car body to achieve the purpose of rigid connection. Through the above aspects of operation, the purpose of adding the bogie 2-a of the stabilizing wheel is a rigid bogie.

The test proves that when the rigid bogie is subjected to lateral load, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 4°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ relative to the cover beam, as shown in Figure 13. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q _d of the L-shaped pier system 3-d increases its stress stiffness by increasing the section size to achieve the purpose of a rigid pier; the cover beam G _d increases the section height of the cover beam and configures longitudinal reinforcement and stirrups, and The prestressing technology is applied to improve the bending and shearing resistance of the cap girder to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support S _d that restricts lateral rotation and movement, so as to realize Purpose of rigid anchorage system. Through the operations in the above aspects, the purpose of the L-shaped pier system 3-d being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a prestressed concrete floor extension rigid suspension monorail transit system can well control the vertical deformation of the track beam and the shaking of the car body, so that the rigid suspension monorail transit system maintains a better line alignment. Guarantee driving safety and ride comfort, and provide conditions for increasing driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

Embodiment 5 A kind of monorail traffic system with steel structure bottom plate extended rigid suspension

In conjunction with Fig. 14, Fig. 15 and Fig. 16, a rigid suspension monorail transit system based on this patent is demonstrated. The monorail traffic system with a steel structure floor extending rigid suspension includes a steel structure floor extending box-shaped track girder 1-e, a bogie 2-e with additional stabilizing wheels, an L-shaped pier system 3-e, and a car body 4-e.

In terms of structure and function, the steel structure base plate overhanging box track girder 1-e is the main load-bearing structure and guiding structure, and is installed under the cover beam G _e of the L-shaped pier system 3-e through the suspension support S _e . The bogie 2-e with additional stabilizing wheels is placed inside the box-type track beam 1-e extending out from the steel structure floor, its running wheels are placed on the inner surface of the ribbed steel box floor D _e , and the guide wheels are placed on the corrugated steel web On the lower surface of the inner side of W _e , the stabilizing wheel is placed on the upper surface of the inner side of the corrugated steel web; the bogie 2-e with the added stabilizing wheel and the car body 4- _e are rigidly connected by bolts L _e , forming a rigid whole. The bogie 2-e with added stabilizing wheels mainly plays a role in limiting the shaking of the vehicle.

In terms of force and deformation, the steel structure bottom opening suspension monorail transit system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, the impact load of the train, Centrifugal force, wind load, train sway force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A rigid suspended monorail traffic system with a steel structure floor extending out, using a box-type track beam 1- _e with a steel structure floor extending out. The number of stiffeners is used to improve its tensile and compressive capacity to achieve the purpose of a rigid roof; its web adopts corrugated steel web _We , and its shear and torsional capacity is improved by increasing the distance between peaks and troughs and appropriately reducing the wavelength , to achieve the purpose of rigid web; the bottom plate adopts ribbed steel box bottom plate D _e , and its tensile and compressive capacity is improved by increasing the height of the steel box and increasing the number of stiffeners in the box, so as to achieve the purpose of rigid bottom plate. Through the operations in the above aspects, the purpose of the box-type track beam 1-e extending from the steel structure floor as a rigid track beam is realized.

Tests have proved that rigid track beams generally meet the requirement that the vertical deflection under operating loads is not greater than 1/800 of its own span. The vertical deflection f _e of the box-shaped track beam 1-e with the bottom plate of the steel structure is shown in Figure 15 Show. Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie. .

The simplified force model of bogie and track beam is shown in Fig. 14. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F' and a moment M' acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M' is analyzed. When the bogie is subjected to a moment M', the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ ' to resist the moment M'. According to the principle of moment balance, there is a balance relationship M'=F ₁ '×a', where a' is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ ′ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizer wheel on the diagonal is The distance a′ is equivalent to increasing the distance between the same-side stabilizing wheel and the running wheel, that is, the distance between the same-side stabilizing wheel and the running wheel can be used to measure the torsion resistance of a bogie. When the side stabilizing wheel and the The greater the distance between the running wheels, the greater the torsional resistance of the bogie.

A kind of monorail traffic system with a steel structure floor extending rigid suspension adopts the bogie 2- _e with additional stabilizing wheels. wheel. It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the resistance of the bogie 2-e with the addition of stable wheels. torsion capacity to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolts L _e , and there is no relative movement between the bogie and car body to achieve the purpose of rigid connection. Through the above aspects of operation, the purpose of adding the bogie 2-e of the stabilizing wheel is a rigid bogie.

The test proves that when the rigid bogie is subjected to lateral load, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 4°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ relative to the cover beam, as shown in Figure 16. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q _e of the L-shaped pier system 3-e improves its stress stiffness by increasing the cross-sectional size to achieve the purpose of _rigid pier; The bending and shearing resistance of the cap beam is used to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support S _e that restricts lateral rotation and movement, so as to achieve the purpose of the rigid anchorage system. Through the operations in the above aspects, the purpose of the L-shaped pier system 3-e being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a rigid suspended monorail system with a steel structure bottom plate can well control the vertical deformation of the track beam and the shaking of the vehicle body, so that the rigid suspended monorail system can maintain a better line alignment and guarantee Driving safety and driving ride comfort provide conditions for improving driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

Embodiment 6 A steel-concrete composite structure floor extension rigid suspension monorail traffic system

Combining with Fig. 14, Fig. 17 and Fig. 18, a kind of steel-concrete composite structure base plate protruding rigid suspension type monorail transit system based on this patent is demonstrated. The steel-concrete composite structure bottom plate protruding rigid suspension type monorail traffic system comprises a steel-concrete composite structure bottom plate protruding box-shaped track beam 1-f, a bogie 2-f with additional stabilizing wheels, and a T-shaped pier system 3- f and hull 4-f.

From the perspective of structure and function, the steel-concrete composite structure floor overhanging box-shaped track beam 1-f is the main load-bearing structure and guiding structure, and is installed on the cover beam G of the T-shaped pier system 3-f through the suspension support S _{f f} below. The bogie 2-f with additional stabilizing wheels is placed inside the extended box-type track beam 1-f of the steel-concrete composite structure floor, its running wheels are placed on the inner surface of the prestressed concrete floor _Df , and the guide wheels are placed on the corrugated steel web On the lower surface of the inner side of the plate W _f , the stabilizing wheel is placed on the upper surface of the inner side of the corrugated steel web W _f ; the bogie 2-f with the added stabilizing wheel and the car body 4-f are rigidly connected by bolts L _f connected to form a rigid whole. Adding the bogie 2-f of the stabilizing wheel mainly plays the role of limiting the shaking of the vehicle.

In terms of force and deformation, the steel structure bottom opening suspension monorail transit system is mainly affected by the weight of the track beam, the second phase dead load, the prestressed load, the static and live load of the train, the impact load of the train, Centrifugal force, wind load, train sway force, etc.

For track beams:

Under the action of vertical loads such as the dead weight of the track beam, the second-stage dead load, the prestressed load, the static and live load of the train, and the impact load of the train, the track beam mainly bears the vertical bending moment and vertical shear force, resulting in vertical deflection deformation . At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a state of compression or tension; the web of the track beam is mainly used for shear resistance, and the web is in a shear state.

Under the action of lateral loads such as centrifugal force, wind load and train swaying force, the track beam mainly bears lateral bending moment, lateral shear force and torque, resulting in lateral deformation and torsional deformation. At this time, the top and bottom plates of the track beam are mainly used for bending resistance, and the top and bottom plates are in a bending state. However, considering the large transverse width of the top and bottom plates of the track beam, the transverse bending stiffness is also relatively large, and the transverse bending of the track beam The moment is generally small, so the lateral deformation under the action of lateral bending moment can be ignored; the track beam web is mainly used for torsion resistance, and the web is in a torsion state.

From the above analysis, it can be seen that under the operation load, the top and bottom plates of the track beam are mainly subjected to tension and compression, and the web of the track beam is mainly subjected to vertical shear and torsion.

A steel-concrete composite structure bottom plate overhanging rigid suspension monorail transit system adopts a steel-concrete composite structure bottom plate overhanging box-shaped track beam 1-f, and its upper roof adopts a reinforced concrete roof U _f , and by increasing the thickness of the roof and configuring longitudinal Steel bars are used to improve its tensile and compressive capacity to achieve the purpose of a rigid roof; its web adopts corrugated steel web W _f , and its shear and torsional capacity is improved by increasing the distance between peaks and troughs and appropriately reducing the wavelength to achieve the purpose of rigid roof. Realize the purpose of rigid web; the bottom plate adopts prestressed concrete bottom plate D _f , and its tensile and compressive capacity is improved by increasing the thickness of the bottom plate, configuring longitudinal reinforcement and applying prestressing technology, so as to achieve the purpose of rigid bottom plate. Through the operations in the above aspects, the purpose of the steel-concrete composite structure floor overhanging box-shaped track beam 1-f being a rigid track beam is realized.

The test proves that the rigid track beam can generally satisfy the vertical deflection of not more than 1/800 of its own span under the operation load. The vertical deflection f f of the steel-concrete composite structure floor overhanging box-shaped track beam 1- _f is shown in the figure 17. Due to the characteristic of suspended monorail transportation that "the beam body is the track", the track beam with small deformation will ensure the controllability of the track alignment and the smoothness of driving, which provides a prerequisite for the increase of driving speed. On the other hand, the small deformation of the track beam ensures the normal deformation matching between it and the bogie tires, avoiding the problem that the bogie tires are stuck due to the large deformation of the track beam section.

For bogies and bodies:

Lateral loads such as centrifugal force, wind load, and sway force act on the car body and are transmitted to the bogie, causing the bogie and car body to shake laterally. The sway angle includes the rotation angle α caused by the position change of the bogie relative to the track beam and the sway angle β of the car body relative to the bogie. shown.

The simplified force model of bogie and track beam is shown in Fig. 14. It can be seen from the figure that the lateral load transmitted from the car body to the bogie can be simplified as a lateral force F' and a moment M' acting on the center of gravity of the bogie. Since the anti-torsion capability of the bogie is mainly analyzed here, only the stress of the bogie under the action of moment M' is analyzed. When the bogie is subjected to a moment M', the stabilizing wheel in contact with the web of the track beam and the running wheel in contact with the bottom plate of the track beam will generate a pair of counterforce F ₁ ' to resist the moment M'. According to the principle of moment balance, there is a balance relationship M'=F ₁ '×a', where a' is the distance between the stress point of the guide wheel and the stress point of the stabilizing wheel on the diagonal. Because the size of F ₁ ′ generally depends on the interaction between the track beam and the bogie tires, to improve the torsion resistance of the bogie, the only way to increase the force point between the guide wheel and the stabilizer wheel on the diagonal is The distance a′ is equivalent to increasing the distance between the same-side stabilizing wheel and the running wheel, that is, the distance between the same-side stabilizing wheel and the running wheel can be used to measure the torsion resistance of a bogie. When the side stabilizing wheel and the The greater the distance between the running wheels, the greater the torsional resistance of the bogie.

A steel-concrete composite structure floor-extending rigid suspension monorail transit system adopts the bogie 2- _f with additional stable wheels. Compared with the semi-flexible and semi-rigid bogie frame, the bogie frame structure K stabilized wheel. It can be seen that the distance between the stable wheel and the running wheel is greater than the distance between the guide wheel and the running wheel, that is, the distance used to measure the torsion resistance of the bogie increases, thereby increasing the resistance of the bogie 2-f with the addition of stable wheels. torsion capacity to achieve the purpose of rigid bogie frame structure; the bogie and car body are rigidly connected by bolt L _f bolting method, and there is no relative movement between bogie and car body to achieve the purpose of rigid connection. Through the operation of the above aspects, the purpose of adding the bogie 2-f of the stabilizing wheel is a rigid bogie.

The test proves that when the rigid bogie is subjected to lateral load, the rigid bogie frame can ensure that the torsion angle α of the bogie relative to the track beam is very small, generally not more than 4°; while the bogie and the car body are rigidly connected, Then the shaking angle β of the car body relative to the bogie is eliminated. Therefore, the shaking angle (α+β) of the vehicle body will be controlled within 4° during operation, which provides better comfort for passengers; at the same time, it also reduces the fatigue effect of the bogie and reduces the safety hazard of the system.

For pier systems:

Lateral loads such as wind loads and loads transmitted from the track girder and car body will act on the pier system, causing horizontal displacement of the top of the pier, vertical deflection of the cover beam, and horizontal rotation or movement of the suspension anchorage system, resulting in The track beam produces a rotation angle θ with respect to the cover beam, as shown in Figure 18. At this time, the bridge pier is subjected to bending moment and pressure, the cap beam is mainly subjected to bending moment and shear force, and the suspension anchorage system is mainly subjected to vertical tension, lateral force and lateral torque.

The pier Q _f of the T _- shaped pier system 3-f increases its stress stiffness by increasing the section size to achieve the purpose of rigid pier; The bending and shearing resistance of the cap beam is used to achieve the purpose of rigid piers; the suspension anchorage system improves its anti-sloshing deformation ability by using the suspension support _Sf that restricts lateral rotation and movement, so as to achieve the purpose of the rigid anchorage system. Through the operations in the above aspects, the purpose of the T-shaped pier system 3-f being a rigid pier system is realized.

Tests have proved that the structural deformation of rigid bridge piers and rigid cover beams under operating loads is small, which meets the requirements of use; the rigid anchorage system can restrain the rotation of the track beam relative to the cover beam, and eliminate the rotation angle θ of the track beam relative to the cover beam. It solves the problems of poor driving comfort and vehicle jumping caused by the displacement of the top of the bridge pier and the excessive deformation of the cover beam in the semi-flexible and semi-rigid suspended monorail traffic system. At the same time, by eliminating the rotation angle θ of the track beam relative to the cover beam, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

According to the above analysis, the use of a steel-concrete composite structure floor-extending rigid suspension monorail transit system can well control the vertical deformation of the track beam and the shaking of the car body, so that the rigid suspension monorail transit system maintains a better line alignment , ensuring driving safety and driving ride comfort, and providing conditions for increasing driving speed. At the same time, the shaking of the car body is reduced, the comfort of passengers is improved, and the capacity and reliability of the system are improved.

The specific implementation method described above illustrates the purpose, technical solution and beneficial effects of this patent. It should be emphasized that the above descriptions are only specific examples of this patent and should not be used to limit the scope of this patent. Any modification, equivalent replacement or improvement made within the spirit and principles of this patent shall be included within the scope of protection of this patent.

Claims (12)

1. a kind of rigid suspended formula monorail transit system, it is characterised in that：By rigid track beam, rigid bogie, Rigid Pier System and car body composition.

2. a kind of rigid suspended formula monorail transit system according to claim 1, it is characterised in that：Rigid track beam is by rigid Property top plate, rigid web and stiff baseplate composition.

3. rigid track beam according to claim 2, it is characterised in that：Rigid panel is by increasing thickness or configuration reinforcement Or using prestressing technique or space bearing capacity is improved, to realize the purpose of rigid panel.

4. rigid track beam according to claim 2, it is characterised in that：Rigid web is by increasing thickness or configuration reinforcement Or using prestressing technique or space shearing resistance and anti-torsion ability are improved, to realize the purpose of rigid web.

5. rigid track beam according to claim 2, it is characterised in that：Stiff baseplate is by increasing thickness or configuration reinforcement Or using prestressing technique or space bearing capacity is improved, to realize the purpose of stiff baseplate.

6. a kind of rigid suspended formula monorail transit system according to claim 1, it is characterised in that：Rigid bogie is by rigid Conducting wire rigid-connecting device composition between sexual deviation frame frame structure and car body and bogie.

7. rigid bogie according to claim 6, it is characterised in that：Rigid bogie frame structure is stablized by increasing The distance between wheel and travelling wheel improve the anti-twisting property of bogie frame structure, to realize rigid bogie frame structure.

8. rigid bogie according to claim 6, it is characterised in that：Conducting wire rigid-connecting device between car body and bogie By both making car body and bogie are affixed without relative movement, to realize the purpose rigidly fixed.

9. a kind of rigid suspended formula monorail transit system according to claim 1, it is characterised in that：Rigid Pier system by Rigid Pier, rigid bent cap and rigid anchoring system form.

10. Rigid Pier system according to claim 9, it is characterised in that：Rigid Pier by increasing section size come The stress rigidity for improving bridge pier, to realize the purpose of Rigid Pier.

11. Rigid Pier system according to claim 9, it is characterised in that：Rigid bent cap is high by increasing bent cap section Degree or configuration reinforcement improve the bending resistance of bent cap using prestressing technique, to realize the purpose of rigid bent cap.

12. Rigid Pier system according to claim 9, it is characterised in that：Rigid anchoring system is horizontal by using constraint Bent cap and track girder are connected to rotation and mobile bearing, or using the form of bent cap and track beam consolidation, to realize rigidity The purpose of anchoring system.