CN110366514B - Unitz-based transportation system - Google Patents
Unitz-based transportation system Download PDFInfo
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- CN110366514B CN110366514B CN201780087272.1A CN201780087272A CN110366514B CN 110366514 B CN110366514 B CN 110366514B CN 201780087272 A CN201780087272 A CN 201780087272A CN 110366514 B CN110366514 B CN 110366514B
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B13/00—Other railway systems
- B61B13/04—Monorail systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B3/00—Elevated railway systems with suspended vehicles
- B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B5/00—Elevated railway systems without suspended vehicles
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
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Abstract
The present invention relates to the field of transportation, and more particularly to an overhead railway transportation and suspension railway system having a belted track structure. The ynetz-based transport system comprises a moving device (5) on wheels, which moving device (5) is guided along a rail (4), which rail (4) has a body (4.1) and a head (6), which head (6) takes the form of a belt (6.1) collected in an assembly and mounted on ribs and is connected to a prestressed longitudinal element (7) mounted on a support, which is arranged on the foundation (1). The tapes in the assembly are connected to each other by a connection interlayer (6.2), the dimensions of which are defined according to the parameters of the tapes and the rail body. The straps of the assembly are pre-tensioned to a given force. As a result, the technological properties of the transport system are improved and its structural rigidity and track smoothness are increased, thus achieving improved motion parameters during acceleration and braking on uphill or downhill slopes.
Description
Technical Field
The invention relates to the field of transportation, in particular to a rail transportation trestle and a suspension system with a belt type rail structure. The invention can be effectively used for the development of single-track and multi-track highways of passenger transport and freight transport in the environments of off-road terrain, mountains, wasteland, metropolitan and offshore road sections.
Background
A transport system [1] for sections of low-speed roads, mainly on ferry boats, is known, in which the track has the form of a double-deck head on the ground. The upper layer is made of metal strips of alternating hardness by welding and brazing, wherein the portions of higher hardness are located along the centre line, the total width of these portions constituting 1/3 of the head of the track width.
The drawbacks of said transport systems are the limitation of smooth and gentle movement of the vehicle, the inconsistency of the operating characteristics of the contact surface of the head of the rail, which does not allow to achieve high moving speeds.
The closest to the technical essence and the results achieved is the ewings baseline road transport system [2], which was prototyped. It comprises at least one vehicle guided by wheels on a track comprising a body connected to a prestressed longitudinal member, a head in the form of a strip unitized with a bundle, said track being mounted on a foundation-based support; wherein the strips in the unit are located on the plate.
This type of transport system ensures a high specific load capacity and a low material consumption, whereby the required straightness of the track is achieved, which in turn ensures a high speed movement.
Disadvantages of the described system include uneven dynamic characteristics, poor and unstable operating parameters of the contact surface of the head of the rail, caused by significant variations in the uniformity of the content of the contact pattern along the rolling surface, including those caused by operational wear of the contact surface.
Disclosure of Invention
The task of achieving the following engineering objectives is the core of the present invention:
-improving the technological properties of the rolling surface;
-enhancing the motion parameters at acceleration/deceleration, ascent and descent;
due to the increasing ascending/descending gradient, the functional capacity of the transport system is expanded;
-reducing the acceleration/deceleration time;
the energy consumption cost is reduced;
-improving the quality related to the smoothness and softness of the vehicle movement;
-increasing the transverse stiffness of the rail;
the physical and technological characteristics of the transportation system are improved, and the structural rigidity and the uniformity of the railway track are enhanced.
According to the object of the invention, the desired engineering and technical objects are achieved by a transport system of the type of the EunitzThe system comprises at least one vehicle guided by wheels on at least one rail comprising a body connected with a prestressed longitudinal member, a head in the form of a unit bundle of strips mounted on a foundation-based support, wherein the strips in the unit are located on a slab, characterized in that said strips in the unit are connected to each other by a coupling layer, the thickness B of which is2(unit: m) determined by this ratio:
0.01≤В2/В1≤5， (1)
wherein: b is1(unit: m) -thickness of the strip,
wherein the thickness B of the cells of the strip0(unit: m) and height A0(unit: m) were determined by the following ratios, respectively:
0.2≤В0/А≤5； (2)
0.2≤В0b is less than or equal to 0.95 and (3)
0.05≤А0/А≤0.9， (4)
Wherein: a (units: meters) -the height of the body of the track;
b (unit: m) -the width of the body of the track.
The unit's strips are pre-tensioned to a force F1(unit: bovine), determined from this ratio: f is not less than 0.011/F0≤0.95， (5)
Wherein: f0(unit: ox) -prestressing of the rail element,
wherein the tension capacity F of the prestressed longitudinal member is included2(Unit: cow), tension capability of body F3Tension capability F of the strip in the unit of (unit: ox) and the head of the rail1。
In this case, the longitudinal members may be mounted on separate vertical supports.
The predetermined engineering aim is also ensured by the fact that the longitudinal members are mounted on the supports in the form of a truss span structure, which in turn represents a beam, a truss, a trestle, a cable-stayed bridge system or a combination thereof.
According to one embodiment, the longitudinal members mounted on the support representing the truss span structure have a constant height h (in meters) at their position relative to the main body.
The engineering objective is also achieved by the fact that the longitudinal members are placed inside the body and the height h of their position can be changed with respect to the body.
The given engineering objective is ensured by: within the body portion in the span between the supports, the change in height h is inversely related to the distance of the respective portion of the body to the nearest support; however, on the body portion resting on the support, the longitudinal members are at a height hmaxIs fixed to the upper part of the body in meters and on the body part in the centre of the span the longitudinal member is correspondingly h in height0The position (unit: meter) is fixed at the lower part of the main body.
A hardening material based on a polymer binder, composite material and/or cement mixture may be used as the coupling layer.
The outer side of the strip in the unit and the surface of the body adjacent thereto define the rolling surface of the track, whereby the tie layer and the strip of the unit together with the body make a common top surface which forms the common contact surface of the rail-rolling surface.
Drawings
The essence of the invention is illustrated by the figures in fig. 1-5, which show the following:
FIG. 1-Enitz-based transport system-full view;
FIG. 2-layout view of a cross section of a Eunitz-based transport system track;
FIG. 3 is a fragment of a layout view of a cross-section of a head of a track;
FIG. 4 is a layout view in cross-section of a track on a support;
FIG. 5 is a layout view of a cross-section of the track in the middle of the span.
Detailed Description
The essence of the present invention is described in more detail below.
The claimed ewings base transport system (fig. 1) comprises anchor supports 2 and intermediate supports 3 spaced along a track on a foundation 1. At least one rail 4 is fixed on the support, along which at least one wheeled vehicle 5 of wheels is guided to travel.
The rail 4 (fig. 2) comprises a head 6 and a body 4.1, said body 4.1 having a face contact surface 4.a and a cavity 4.B for a pre-stressed longitudinal member 7. The head 6 is made in the form of a strip 6.1 in a unit bundle and is connected by the body 4.1 to the pre-stressed longitudinal member 7 via a cap 7.2 of the pre-stressed longitudinal member 7, the cap 7.2 being in direct contact with the cavity 4.B of the body 4.1, the cavity 4.B being filled with a hardening material 4.2.
At least one truss span structure 8 is located on the supports and secured above the base between the supports to form a span.
Depending on the parameters, installation location and characteristics of the foundation, the anchoring supports 2 and the intermediate supports 3 can take various design appearances-in the form of towers, posts with bearing platforms, buildings and buildings of steel and reinforced concrete columns and frames (equipped with passenger platforms and/or freight stations), other special purpose buildings or truss structures. The structures of the anchor support 2 and the intermediate support 3 may vary depending on the installation location. In particular, the form of the platform with the anchoring means for the load-bearing members (not shown in the figures), mounted at the turns of the track, at the linear track sections, in mountainous areas or at the ends of the track, can be different. This is because the mentioned means for determining the direction for the transition track section should be smoothly connected with the suspension track section of the span between the supports. In addition, the shape of the platform can be determined by the fact that: they are the locations of passenger stations and/or freight terminals for arranging the crossings (switches and turns) of the track structure. The supports 2 and 3 may be combined with buildings and building services (not shown in the figures).
The vehicles 5 (passengers and/or cargo, and/or passengers) comprised in the ewings-based transport system can be transported on the rails 4 of the transport system as shown (fig. 1) or suspended from below onto the rails of the transport system (not shown in the figures).
The construction of the truss span structure 8 (fig. 1) may vary depending on local topographical features, design goals, and engineering feasibility, wherein the truss span structure 8 (fig. 1) may be implemented as a beam, a truss, a trestle, a cable-stayed bridge system, or a combination thereof.
As shown (fig. 1), the rails 4 of the transport system are mounted on the supports 2 and 3 and/or the truss span structure 8.
The anchoring means for anchoring the supports 2 and the intermediate supports 3 or the rails 4 on the truss span structure 8 relate to any known means for fastening (anchoring) of tensile load bearing members (rebars, ropes, high strength steel wires, etc.) similar to those used in suspension and cable-stayed bridges, cableways and prestressed reinforced concrete structures.
According to one embodiment, the body 4.1 of the rail 4 between the intermediate supports 3 and/or 2 may be equipped with a brace beam 9 (fig. 1) fixed thereto. This will ensure that there is a bending of the preface upwards in the span between the intermediate supports 3 and/or 2 of the body 4.1 of the rail 4, thereby lightening and reinforcing the body of the rail 4.
As prestressed longitudinal members 7, the cross section of which is shown in fig. 2, one or more load bearing elements 7.1 or as one or more standard twisted or untwisted steel cords, as well as steel cords, strands, strips, bands, tubes (for example in the form of twisted or untwisted steel cords or steel cords, or elongated steel wire bundles, as well as steel cords, strands, strips, bands, rebars, high-strength steel wires, tubes or other expansion elements made of any combination of known high-strength materials that can be used). Furthermore, as pre-stressed longitudinal member, a longitudinal directional element of the transport system rail-a unit of the body 4.1, the strip 6.1 of the head 6 of the rail 4, etc. can be used.
The load-bearing member 7.1 of the prestressed longitudinal member 7 is enclosed in a cover 7.2, wherein the free space around the load-bearing member 7.1 is filled with a hardening material 7.3. The hardening material 7.3 uses a composition based on polymer adhesives, composite materials or cement mixtures, which rigidly joins the prestressed longitudinal members into one solid structural element.
The cover 7.2 of the prestressed longitudinal member 7 is located in the cavity 4.B (see fig. 2) of the body 4.1, its height h (see fig. 2) being able to vary from the value h0Relative movement to a value hmax(FIGS. 4 and 5).
In the cavity 4 of the body 4.1, the cover 7.2 of the pre-stressed longitudinal member 7 and the body 4.1 are relatively moved, after tensioning of the longitudinal member 7 and the body 4.1, and then rigidly fixed in a selected position via any known conventional technique, thereby ensuring the adjusted alignment of the rolling surface Z of the transport system.
The space of the cavity 4.8 between the body 4.1 and the cover 7.2 of the prestressed longitudinal element 7 for ensuring their relative position in the height h is filled with a hardening material 4.2, which hardening material 4.2 can use known materials-polymers and composite materials, including: foamed polymers, foamed concrete, ceramics, concrete, and the like. As a result, the body 4.1 and the prestressed longitudinal element 7 are tightly connected as one integral whole. Thereby, solidification of the rail 4 of the transport system takes place, which ensures the transfer and redistribution of high contact stresses from the wheels of the vehicle 5 to all pre-stressed longitudinal rail elements, which significantly increases the bending stiffness of the body 4.1 of the rail 4.
The means of relative movement and fixing of the position of the body 4.1 and the cover 7.2 of the pre-stressed longitudinal member 7 may be any one chosen from conventional longitudinal members. It is therefore proposed to use a pressing device in the form of a lead screw nut pair (not shown in the figures), in which one element of the pair is rigidly connected to the body (as in a metal working vise, for example). Also, in certain cases, an elastic member (not shown in the figures) may be used, for example in the form of a blade/helical spring, rigidly connected to the body of the track.
In order to firmly fix the prestressed longitudinal member 7 with respect to the body 4.1 of the rail 4, it is advantageous to equip the pressurizing means with a supporting assembly (not shown in the figures) which is in contact with the rigid cover 7.2 of the prestressed longitudinal member 7. Furthermore, in a particular embodiment of the invention, the rail 4 can be equipped with a pillow (not shown in the figures), placed in the cavity 4.B of the body 4.1 between the pressing element and the cover 7.2. Their presence counteracts the imperfections of the contact surfaces, reduces contact stresses and suppresses system vibrations caused by various external loads (vehicle motion, wind, etc.).
The practical realisation of the form of embodiment of the longitudinal member in the body makes it possible to vary its height h relative to the position of the body, which is advantageous for the free-standing post. The inability of the alternative embodiment of the longitudinal member to vary the height h in the body (with a constant height h) is advantageous for span structural support, where the means of relative movement with fixed position of the body 4.1 and the cover 7.2 of the pre-stressed longitudinal member 7 are absent.
The strip 6.1 of the head 6 of the unit is disposed in the body 4.1 on the plate as shown in figures 2 and 3.
The outer side 6.3 of the strip 6.1 of the unit and the face contact surface 4.a of the body 4.1 adjacent thereto thus define the rolling surface Z of the track 4.
Furthermore, the strips 6.1 in the unit are connected to each other by a coupling layer 6.2, the coupling layer 6.2 being for example in the form of a hardening material based on a polymer binder, a composite material and/or a cement mixture.
The coupling layer 6.2 and the strip 6.1 of the unit are placed inside the body 4.1 in such a way that they form, by means of their surfaces 6.3 and 6.4, together with the face contact surface 4.a of the body 4.1, a single contact surface Z, the rolling surface, of the rail 4.
The strips 6.1 of the units of the head 6 of the body 4.1 of the rail 4 are longitudinally pre-tensioned. The strip 6.1 is thereby fixed in this prestressed state by means of the coupling layer 6.2. As the coupling layer 6.2, various improved hardening materials are used together with the strip to form the head of a single piece of track with improved process characteristics, including having a higher heavy load.
The mentioned structure of the body of the rail provides sufficient characteristics relating to smoothness and softness of the vehicle movement, as well as consistency of the technological characteristics of the contact surface Z of the head 6 of the rail 4, which in turn allows to arrange high-speed movements.
The units of hardened material for filling the cavity of the body, the spare part of the volume of the prestressed longitudinal members and the strip of the head 6 may be of the same type and composition, or of different types and/or different compositions, depending on design objectives and engineering feasibility.
The dimensions of the coupling layer 6.2 are chosen so as to maintain the thickness B of the layer2And the thickness B of the strip1Inequality of the ratio of (c) (see fig. 3):
0.01≤B2/B1≤5 (1)
if the ratio (1) is less than 0.01, the side surfaces of the strip 6.1 will have uneven and inconsistent contact areas with the filling material, as a result of which the cells of the strip of the head 6 will have insufficient robustness and durability.
If the ratio (1) is greater than 5, the cells of the strip of the head 6 will have an inadequate hardness and stiffness of the rail contact surface.
Since in the unit of the strip of heads 6 the joining layer 6.2 has the same thickness, the workability (reproducibility) of the forming process of the heads of the rail is enhanced. Such an embodiment is applicable to the straight and flat sections of the main beam.
Alternative embodiments of the head 6 of the rail 4 with any geometry of the coupling layer 6.2 can be realized by a unit of strips of the head 6 of the rail with the help of coupling layers 6.2 having various thicknesses.
It is possible to have such an embodiment of the coupling layer 6.2 in the cells of the strip that there are those sides that are arranged in order of increasing thickness closer to the cells. Such an embodiment is technically advantageous for the rise and acceleration regions.
The coupling layers 6.2 in the units of the strip can be made with alternating thicknesses in such a way that the coupling layers 6.2 with the decreasing thickness order are closer to the sides of the unit, which is effective at down-going and decelerating road sections.
The thickness dimension of the elements of the strip of the head 6 of the rail and the height of the body 4.1 of the rail 4 are chosen such that the thickness B of the elements of the strip0The inequality of the ratio between the height a of the body of the rail (see fig. 2) holds:
0.2≤В0/А≤5 (2)
if the ratio (2) is less than 0.2, the rolling surface formed by the surfaces 6.3 and 6.4 of the head 6 of the rail 4 may be subjected to a pressure higher than its elastic strength, which may lead to premature wear or excessive material consumption due to an excessively high height of the body of the rail.
If ratio (2) exceeds 5, the transport system will have inadequate stiffness, including torsional stiffness, as the vehicle 5 passes.
Thickness of cells of the strip of the head 60And the width B of the body 4.1 of the track 4 should be within the limits defined by the following ratio:
0.2≤В0/В≤0.95 (3)
if the ratio (3) is less than 0.2, the face contact surface 4 of the body 4.1 of the rail 4, the a (see fig. 2) will be subjected to a pressure higher than the elastic strength of the body material, which may lead to premature wear and reduced motion safety, or excessive material consumption due to an excessively high width of the body of the rail. This in turn will result in a reduction of the torsional stiffness of the transport system.
If the ratio (3) is greater than 0.95, the assurance coefficient drops and the side surfaces of the body of the rail prematurely wear due to the lateral loads exerted by the wheels on the rail, which leads to a considerable reduction in the life of the transport system.
In this way the height of the cells of the strip of the head 6 is selected0And the height of the body 4.1 of the rail 4, i.e. the height of the unit of the strip, as0The following inequality of the ratio between the height of the main body of the rail (see fig. 2) is true:
0.05≤А0/А≤0.9 (4)
if the ratio (4) is less than 0.05, then such a transport system will have inadequate load bearing capacity, stiffness and strength.
Considering that the head of the rail is often affected by a large number of adverse external factors, such as braking and acceleration forces of the vehicle, cyclic loads, temperature oscillations, atmospheric effects, etc., it is technically advantageous to increase the resistance-to-breakage of this element of the rail by redistributing its load-bearing function on the other structural members of the rail.
Thus, if the ratio (4) were to be less than 0.9, such a transport system would have drastically reduced time-dependent wear resistance and safety, or increased material strength and cost.
An embodiment of the transport system, wherein the value of the ratio (4) corresponds to the range of values specified therein, allows to optimize the technical parameters and equivalent process characteristics of such a system.
Prestressing F of all longitudinally oriented elements of the rail0Including the tension capability F of the prestressed longitudinal members 72Tension capacity F of the body 4.13And the tension capability F of the strip of the unit of the head 61Defined by the value given by the ratio:
0.01≤F1/F0≤0.95 (5)
the limits specified by this ratio define an optimum tension range for the elements of the transport system which ensures the required stiffness of the rails 4 and, therefore, the load-bearing capacity of the spans between the supports with minimum structural material strength.
If the ratio (5) is less than 0.01, the efficiency of using the pre-stressed structure of the head 6 of the rail 4 will be reduced, which results in a reduced load-bearing capacity of the transport system, a shorter distance between the intermediate supports 3 and/or 2, and a lower torsional stiffness of the rail 4.
If the ratio (5) is greater than 0.95, an enhancement in process characteristics will be obtained by unreasonably excessive material consumption and therefore the cost of the entire system is higher.
Depending on any of the many possible embodiments of the coupling layer 6.4 and their use in forming different hardened materials based on polymer binders, composite materials and/or cement mixtures, it may be advantageous to use a suspension of the hardened material with filler additives as the coupling layer 6.4. Therefore, a sufficient concentration of hardening material and filler must be provided, which will allow to avoid deterioration of the strength properties of the units of the strip and the process characteristics of the coupling layer 6.4.
The volume of the filler additive is defined in such a way that the volume V of the additive1Volume V of filler0The ratio (unit: cubic meter) is determined by the following ratio: v is more than or equal to 0.051/V0≤0.98 (6)
If the ratio (6) is less than 0.05, the effect of the filler additive on the process characteristics of the reinforcing tie layer 6.4 will be insignificant and inconsistent due to the insufficient concentration of the filler additive in the volume of the layer.
If the ratio (6) is greater than 0.98, the strength properties of the strip in the cell deteriorate due to insufficient concentration of the hardening material in the volume of the layer.
As filler, friction reducing materials may be used. In this case, an increase in efficiency of the ewings-based transport system over the stretch of the route can be achieved by reducing the coefficient of friction of the contact surface Z, preventing wear, reducing energy consumption, increasing the smoothness and softness of the vehicle movement.
It is possible to use friction materials as fillers. In this case, the efficiency of the ewings-based transport system is significantly enhanced on the acceleration/deceleration and ascending/descending stretches, which in turn ensures a reduction in acceleration/deceleration times, a reduction in energy consumption, and an increase in smoothness and gentleness of the vehicle movement.
It is suitable to use composite materials as fillers. This will allow to significantly increase the range of strength-to-density ratios of the head of the rail, as well as to increase its rigidity, wear resistance and endurance strength under cyclic loads, which has the most adverse effect on the head 6 of the rail.
One embodiment of the pre-stressed longitudinal member 7 in the cavity 4.B of the body 4.1 of the rail 4 can be in the range from h to hmaxVarying its height h (see fig. 4 and 5) with respect to the position of the body 4.1 allows to adjust the height of the position of the contact surface Z of the track in the span between the intermediate supports 3 and/or 2, thus guaranteeing its rectilinear trajectory along the entire transit system route.
Thus, on the body portion located on the support 3, no bending of the body of the rail is observed, the longitudinal member corresponding to the value hmaxFixed at a height to the upper part of the body (see figure 4).
In the body part located in the middle of the spanIn the middle, the natural bending of the rail 4 is the greatest, the longitudinal member 7 corresponding to the value h0Fixed at height to the lower part of the body 4.1 (see fig. 5), ensuring compensation of the transverse curvature of the rail body and the linearity of the rolling surface.
On the body part in the span between the supports 2 and/or 3, it is technically advantageous to fix the prestressed longitudinal members 7 in the body 4.1 of the rail of height h, this value being inversely proportional to the distance of the respective body part from the closest support 3 and/or 2. The number of points for fixing the height h of the prestressed longitudinal member 7 with respect to the position of the body 4.1 of the rail 4 is therefore limited only by the size of the span.
On the body part, which is in the form of a support structure 8 on a support, it is advantageous to optionally position the prestressed longitudinal member 7 in the body 4.1 without changing its height h relative to the position of the body and, correspondingly, without using means to relatively move and fix the position of the body 4.1 and the cover 7.2 of the prestressed longitudinal member 7. This will allow to reduce the material consumption and simplify the assembly of the entire transport system.
The spreader beam 9 provides additional reinforcement to the body 4.1 of the track 4, which significantly increases the load-bearing capacity of the track 4 in the span, thanks to the anchoring of the spreader beam against bending moments due to the weight of the track 4, the action of the vehicle 5 on the track 4 and various atmospheric phenomena. Thus, the straight uniformity of the track 4 in the span between two intermediate supports is guaranteed and a longer distance between the intermediate supports is achieved.
Industrial applicability
The claimed structure of the ewings-based transport system comprises anchor 2 supports mounted on a foundation 1 and an intermediate member 3, a truss span structure 8, at least one rail 4 mounted on the truss span structure 8, and at least one vehicle 5 guided along the rail by wheels.
The mechanism by which the ewings-based transport system operates is as follows.
As the vehicle 5 moves along the rail 4, under each wheel of the vehicle, a local deformation zone of the contact surface Z of the head 6 of the body 4.1 of the rail 4 is formed on the contour area. This zone moves with the wheel in the form of a pressure-dependent wave on the rolling surface Z of the rail 4, which is formed by the face surface 6.3 of the strip 6.1 of the unit of the head 6, the face surface 4.a of the body 4.1 and the face surface 6.4 of the coupling layer 6.2 integrated together.
From the outer surface to the inner surface of the head 6 of the rail 4, the deformation zone expands through the prestressed cells of the strip 6.1, wherein the strip 6.1 is connected by the hardening material of the joining layer 6.2, and the deformation zone further expands through the prestressed body 4.1 to the prestressed longitudinal member 7, which prestressed longitudinal member 7 is coagulated in its cover 7.2 and body 4.1 by the hardening material 7.3 and 4.2, respectively.
Due to this transition of large local pressure from the wheels of the vehicle 5, the structural elements of the rail 4 are not subjected to pressures exceeding the limit, and therefore the bearing capacity of the rail 4 of the ewings-based transport system remains fixed.
The embodiment of the rolling surface (upper layer of the contact surface) with alternating zones of different mechanical properties (hardness, ductility, coefficient of friction and elastic coefficient) and their balance of thickness and variation along the rail allows to obtain a well-designed rail top contact surface Z with predetermined technological characteristics suitable for the various parts of the ewings-based transport system.
Thus, enhancement of the technological properties of the rolling surface is accomplished by preventing the rail from flattening. Thanks to the optimization of the friction coefficients on the different moving parts of the vehicle 5, the following improvements are achieved: enhancing motion parameters at acceleration/deceleration, ascent and descent; the functional capacity of the transport system is expanded due to the increasing ascending/descending gradient; reducing acceleration/deceleration time; the energy consumption cost is reduced; improving the quality related to the smoothness and softness of the vehicle movement.
The embodiment of the prestressed longitudinal members 7 in the cavities 4.B of the body 4.1 of the rail 4, being able to vary their height h with respect to the position of the body 4.1, and equipping the body with bracing beams 9 fixed thereto, allows to guarantee an upward pre-bending of the body 4.1 in the span between the intermediate supports 3 and/or 2 and the body 4.1 of the rail 4. The value of this prefabricated curve corresponds to the deformation of the rail 4 under the influence of the weight of the vehicle 5 on the position of the straight line.
Thereby, uniformity of the track is achieved and ensured until the vehicle passes adjacent spans and a straight track along the entire transport system route throughout the life of the transport system.
This allows a significant reduction in the material consumption and therefore the cost of the transport system, without compromising its speed performance. Thus, it is feasible to increase the span between the intermediate supports.
The designed ynetz-based transport system allows the development of a belt-structured transport system with high load-bearing capacity and enhanced process characteristics.
Data source
1. RU No 2022070, mCPK 01V 5/08, and E01V 25/22Publ.30.10.1994 (parallel patents).
2. RU 2080268, EPU 61B 5/02, B61B 13/00 and E01B 25/22 pub.27.05.1997 (prior art).
Claims (8)
1. Ynetz-based transportation system comprising at least one wheeled vehicle guided on at least one track comprising a body connected with pre-stressed longitudinal members, a head made in the form of a unit-bundled strip mounted on a foundation-based support, wherein the strips in the unit are located on a slab, characterised in that the strips are interconnected by a coupling layer (6.2) having a width B2Determined by the following ratio:
0.01≤B2/B1≤5， (1)
wherein: b is1-the thickness of the strip of material,
wherein the thickness B of the cells of the strip0And height A0Respectively determined by the following ratios:
0.2≤B0/A≤5； (2)
0.2≤B00.95 and (3) are/B ≤
0.05≤A0/A≤0.9， (4)
Wherein: a-height of the body of the track;
b-the width of the track body,
and the strips of the unit are pre-stretched to a tension capacity F1Determined by the following ratio:
0.01≤F1/F0≤0.95， (5)
wherein: f0The pre-tensioning capacity of the rail element, including the tensioning capacity F of the pre-stressed longitudinal member2Tension capability of the body F3And the tension capability F of the strip in the unit of the head of the rail1。
2. The transport system of claim 1, wherein the longitudinal members are mounted on separate vertical supports.
3. The transportation system of claim 1, wherein the longitudinal members are mounted on the support in the form of a truss span structure comprising a beam, a truss, a trestle, a cable-stayed bridge system, or a combination thereof.
4.A transportation system according to claim 3, characterised in that the longitudinal members mounted as truss span structures on the support have a constant height h at a position relative to the body.
5. A transportation system according to any of claims 1-3, characterized in that the longitudinal member is placed inside the body, being able to change the height h relative to the position of the body.
6. The transport system of claim 1, wherein within a portion of the body in the span between the supports, the change in height h is in inverse relationship to the distance of the respective portion of the body to the nearest support; furthermore, on the body portion located on said support, said longitudinal member is fixed to the upper part of the body, at a height ofhmaxAnd on the body portion located in the centre of said span, said longitudinal member is fixed to the lower part of the body, with a height h corresponding to h0。
7. Transport system according to claim 1, characterized in that a hardening material based on polymer adhesives, composite materials and/or cement mixtures is used as a coupling layer.
8. A transportation system according to claim 1, characterised in that the outer side of the strip of units and the body surface adjacent to said outer side define the rolling surface of the track.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EA201700049 | 2016-12-23 | ||
| EA201700049A EA031917B1 (en) | 2016-12-23 | 2016-12-23 | Unitsky's transport system |
| PCT/BY2017/000022 WO2018112594A1 (en) | 2016-12-23 | 2017-12-19 | Yunitski's transport system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110366514A CN110366514A (en) | 2019-10-22 |
| CN110366514B true CN110366514B (en) | 2021-05-07 |
Family
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780087272.1A Active CN110366514B (en) | 2016-12-23 | 2017-12-19 | Unitz-based transportation system |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3560786B1 (en) |
| CN (1) | CN110366514B (en) |
| EA (1) | EA031917B1 (en) |
| WO (1) | WO2018112594A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EA037218B1 (en) * | 2019-01-04 | 2021-02-20 | Анатолий Эдуардович Юницкий | Yunitsky string transportation system |
| EA039257B1 (en) * | 2019-12-12 | 2021-12-23 | Анатолий Эдуардович Юницкий | Yunitsky transport system |
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| WO1995027643A1 (en) * | 1994-04-08 | 1995-10-19 | Ntl Neue Transportlinien Gmbh | Line transport system |
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| RU2536564C1 (en) * | 2013-05-24 | 2014-12-27 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Сибирский государственный университет путей сообщения" (СГУПС) г. Новосибирск | Method to assemble rail of transport system |
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2016
- 2016-12-23 EA EA201700049A patent/EA031917B1/en not_active IP Right Cessation
-
2017
- 2017-12-19 CN CN201780087272.1A patent/CN110366514B/en active Active
- 2017-12-19 EP EP17883693.8A patent/EP3560786B1/en active Active
- 2017-12-19 WO PCT/BY2017/000022 patent/WO2018112594A1/en unknown
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| US4843971A (en) * | 1988-03-21 | 1989-07-04 | Regis College | Monorail track system |
| RU2223357C1 (en) * | 2002-05-30 | 2004-02-10 | Юницкий Анатолий Эдуардович | Transportation system (versions) and method of its building |
| CN1569536A (en) * | 2003-07-24 | 2005-01-26 | 于晓波 | Suspension cable traffic system |
| CN101784726A (en) * | 2007-05-29 | 2010-07-21 | 沃斯特阿尔派因Bwg有限责任两合公司 | Concrete sleeper |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2018112594A1 (en) | 2018-06-28 |
| EP3560786A4 (en) | 2020-07-08 |
| CN110366514A (en) | 2019-10-22 |
| EP3560786A1 (en) | 2019-10-30 |
| EP3560786B1 (en) | 2022-03-16 |
| EA031917B1 (en) | 2019-03-29 |
| EA201700049A1 (en) | 2018-06-29 |
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