CN114728662A

CN114728662A - Chordal transport system

Info

Publication number: CN114728662A
Application number: CN201980093555.6A
Authority: CN
Inventors: 阿纳托利·爱德华多维奇·尤尼茨基
Original assignee: A NatuoliAidehuaduoweiqiYouniciji
Current assignee: Anatoli Unitsky
Priority date: 2019-01-04
Filing date: 2019-12-30
Publication date: 2022-07-08
Anticipated expiration: 2039-12-30
Also published as: CN114728662B; WO2020140143A1; EP3907117C0; EP3907117B1; EP3907117A1; EA201900138A1; EA037218B1; EP3907117A4

Abstract

The invention relates to an overhead multipurpose chordal transport system. The invention is formed by a base (1), on which base (1) end supports (2) and intermediate supports (3) are mounted, at least one guide cable (4) being fastened in the span (L) between the end supports and the intermediate supports, along which at least one wheeled vehicle (7) runs. According to the invention, the support elements (5) of the support members (6) of the guide cables (4) are tensioned and anchored on the end anchor supports (2) and the intermediate anchor supports (3). The partial anchoring of the load-bearing element (5) on the intermediate anchoring support (3) makes it possible to distribute the total tension to which the load-bearing member (6) is subjected evenly and to transmit it to the intermediate anchoring support (3), so that the load on said supports is reduced, to improve the stability of the end supports (2) and the reliability of the transport system, to achieve a smooth driving effect, while reducing the material consumption and the costs of the support and the load-bearing member (6) together with the load-bearing element (5) and the guide cable (4) as a whole.

Description

Chordal transport system

Technical Field

The invention relates to the field of transportation, in particular to a string type overground integrated transportation system with a transportation infrastructure for providing rapid freight transportation and passenger transportation.

Background

The eunitz based overpass transport system based on a chordal track structure is well known, for example the rail structure [1] of the eunitz based transport system is known, which comprises at least one guide rail cable fastened to a support in the form of a prestressed load-bearing member (chord), which is housed in a body engaging with a working surface for the movement of the vehicle. In such transport systems, the chordal guide cables form a span section of a monorail or multi-rail track structure within the span between adjacent supports. In order to compensate for the natural sagging of the load bearing members of the guide cables within the span between adjacent supports, this type of track structure uses inserts (shims) with variable height that increase towards the middle of the span, however, this complicates the process of manufacturing and installing the guide cables under field conditions and does not achieve the straightness of the track structure and the effect of a "velvet-like smooth track".

The known yunitz's [2] chordal transport system comprises at least one main cable fastened to the foundation at different heights and interconnected over a span between adjacent supports and comprising at least one secondary cable in the form of a prestressed load-bearing member housed in a body engaging with a rolling surface for the vehicle, the at least one secondary cable having a prestressed load-bearing member. The main cable is connected to the secondary cable by a system of support elements of various heights, realized in the form of suspensions and/or struts and arranged at spaced intervals along the span between adjacent supports. In the spacing between two adjacent supports, the rolling surface engaging the main body of the main cable is positioned to have an amount of overrun that increases toward the middle of the span, above a line passing through each point of the surface in the connection points of the main cable to the adjacent supports.

In addition, the rolling surface engaging the main body of the main rope may be provided on a variable thickness liner mounted inside or outside the main body of the main rope, between the rolling surface and the load bearing member, at a spacing between adjacent support elements, or/and within a span between adjacent supports, wherein the main body of the main rope may be integrally formed with the variable thickness liner.

The choice of the ratio of the spacings between the support elements ensures that the vehicle interacts with the track structure during which the stress state of the main cable will remain optimal in each particular spacing.

The known transport system provides sufficient load-bearing capacity and rigidity of the chordal track structure, but it is not highly skilled and complicates the process of manufacturing the guide rail rope at heights up to tens and hundreds of meters under field conditions, and furthermore, does not achieve the straightness of the track structure and the effect of a "velvet-like smooth track".

The known ynetz-3 transport system, which is considered as a prototype, comprises at least one track structure in the form of an extended body tensioned over the foundation in the span between the supports, which forms a guideway track with rolling surfaces and on which vehicles are mounted. The body of the track structure is made hollow and is equipped with prestressed elongate bearing elements positioned therein, beside which hardened material is cast distributed in the cavity space. These prestressed, extended load-bearing elements are positioned in the body in such a way that their position level can vary along the span between the supports within the height limits of the internal space of the body, decreasing towards the middle of the span and increasing towards both directions of the supports forming the span. By hardened material is meant a material based on a polymeric binder, a composite material and/or a cement mixture, whereas the extended load-bearing elements of the structure are made of: wires, and/or rods, and/or twisted or non-twisted cords, and/or wires, strips, strands, bands, tubes, and/or various combinations of the above-described high strength material variations.

The guide rail cable in the known transport system is formed by a chordal guide rail tensioned between anchor supports, which has in common the feature that there is an extension body which engages the rolling surface and in which there is enclosed a prestressed longitudinal load-bearing member. The basis of the operation of the known transport system is that the rolling surfaces engaging with the body of the guide rail cable form a track for supporting the wheels of the vehicle, the movement of which can be performed by means of any known type of drive.

Furthermore, in the guide rail cable structure and the overall track structure of the known transport system, the end anchor, which takes the maximum load from the load-bearing member of the guide rail cable, has a higher material strength and costs. Furthermore, such transport systems do not provide the required track stiffness and straightness, which does not allow to achieve smoothness and softness of the vehicle running in the whole track structure during its operation in uninterrupted traffic.

The core of the invention is the task of achieving the following engineering objectives:

-load reduction due to stress redistribution in the anchor supports of the chordal transport system;

-improving the reliability of the transport system;

-stabilizing the longitudinal flatness, ensuring a vertical working flatness of the running surface of the guide cable over its entire length, with a "velvet-like smooth track" effect.

Disclosure of Invention

The technical task and the desired object which are required according to the invention are achieved by a chord-like transport system using the tenitz base, comprising end supports and an intermediate support which are mounted on a foundation, and at least one guide cable which is stretched in the span between them, which guide cable comprises a plurality of prestressed bearing elements tensioned between the supports, which prestressed bearing elements are incorporated in at least one bearing member which is coupled with a rolling surface for the movement of the vehicle, whereby up to half of the plurality of bearing elements are rigidly fixed in a fastening unit on the intermediate support in the longitudinal direction, and the remaining part of the plurality of bearing elements is connected to the intermediate support in a manner such that the movement in the longitudinal direction is not restricted.

A solution to the given problem is also ensured if up to one third of the plurality of carrying elements are rigidly fixed in the fastening unit on the intermediate support in the longitudinal direction.

The technical object is also achieved if a number of load-bearing elements up to one tenth are rigidly fixed in the fastening unit on the intermediate support in the longitudinal direction.

This technical aim is also achieved by the fact that the load-bearing member has a main body and a load-bearing element located in the main body.

This result is also achieved because the space within the body of the load bearing member is filled with a hardening mixture.

A solution for the given task is also possible if the load-bearing member is implemented in a body-less embodiment.

The fact that the fastening unit represents an anchor also ensures the achievement of this result.

In the case of anchors configured to connect prestressed load-bearing elements, solutions to the set task are also possible.

This result can also be achieved by the fact that: the joint of the carrier element is located on the intermediate support in the fastening unit.

The fact that the intermediate support comprising the fastening unit is equipped with elements that enhance its stability also ensures the achievement of the above-mentioned results.

Drawings

The essence of the invention is illustrated by the accompanying drawings in figures 1 to 6, which are illustrated below:

FIG. 1 is a schematic-overall view (example) of a Euclidean based chordal transit system;

FIG. 2 is a cross-sectional schematic view (embodiment) of a body of a guide rail cable for a mounted vehicle;

FIG. 3 is a cross-sectional schematic view (example) of a body of a guide rail cable for a suspended vehicle;

FIG. 4 is a longitudinal cross-sectional schematic view (example) of a rail body on an intermediate support;

fig. 5 is a schematic view (example) of the anchor in the fastening unit of the carrying element on the intermediate support;

fig. 6 is a schematic-overall view (example) of the fastening unit of the carrying elements on the various supports of the chordal transport system of the ewrnitz base.

Detailed Description

The spirit of the claimed invention is presented in further detail.

The claimed yunitz-based chordal transport system (see fig. 1) comprises end supports 2 and intermediate supports 3 mounted on a foundation 1.

Depending on the nature of the foundation 1, the installation site and the functional set, the end supports 2 and the intermediate supports 3 may have different designs, for example in the form of: towers, capped poles (not shown), column and frame buildings and structures (not shown) equipped with steel and reinforced concrete, for example, passenger and/or freight stations, other functional structures.

In the span L between the supports at least one guide cable 4 is tensioned, the guide cable 4 comprising a plurality of prestressed load-bearing elements 5 tensioned between the supports and incorporated in at least one load-bearing member 6 (see fig. 2 and 3).

The end support 2 is an anchoring support, by means of which the ends of the prestressed carrier elements 5 of the guide cables 4 are fixed to the end support 2.

The intermediate support 3 represents an anchoring support, by means of which the ends of the prestressed bearing elements 5 of the guide cables 4 are fixed on the intermediate support 3. At the same time, the claimed chordal transport system may include an intermediate support 3 that is not an anchor support.

In some cases, where the ability to erect the full end supports 2 is limited, for example under urban conditions and on soft soils, it is advisable to redistribute a part of the tension of the load bearing element 5 to the intermediate anchoring supports 3.

In this case, some of the plurality of load bearing elements are rigidly fixed (e.g. by anchoring) in fastening units on the intermediate anchor support 3. At the same time, the remaining support elements 5 of the guide cable 4 remain unsecured on the intermediate supports 3 and are connected to these in an unrestricted manner with respect to longitudinal movement. These intermediate supports 3 partly act as intermediate anchoring supports and participate in the redistribution of the load forces on the end (anchoring) supports 2. Thus, the stability of the end support 2 with respect to longitudinal tension is increased.

As a carrier member 6, a schematic cross-sectional view of a main embodiment of which is shown in fig. 2 and 3, the carrier element 5 can be used generally in the following form: stranded and/or non-stranded ropes, cables, bands, strips, wires, strands, reinforcing rods, high strength steel wires, tubes or other elongated load bearing elements made of any high strength material, and assembled into one and/or several bundles.

The carrier member 6 is connected to the rolling surface by a main body 8 for movement of the vehicle 7.

Wheeled vehicles 7 (passenger and/or freight, and/or common passenger and freight) as part of the tenitz-based chordal transport system, which can be mounted on wheels on the rolling surface a of the load-bearing member 6 of the guide rail cable 4, fig. 2 schematically shows a cross-sectional view of an embodiment thereof; or the wheeled cart 7 is suspended from below on the rolling surface a of the carrier member 6 of the guide cable 4, fig. 3 schematically shows a cross-sectional view of an embodiment thereof. At the same time, the movement of the vehicle 7 can be realized by any known type of drive.

It is obvious to the person skilled in the art that the inventive concept allows a plurality of combinations of embodiments of both the load bearing member 6 and the guide cable 4 to be applied as a whole, depending on design options and required technical parameters. The guide cable 4 may be a monorail or may be an element of a multi-rail track structure, or one of the chords (or chord segments) of a truss construction of a track structure of a chordal transport system, or an assembly of cables/wires (not shown in the figures), for example.

In some cases of a practical implementation of the proposed transport system, the carrier member 6 may comprise a body 8 in which the carrier element 5 is placed. Fig. 2 to 5 schematically show an embodiment of the carrier member 6 of the guide cable 4 in a variant of the body of a practical embodiment.

The space inside the body 8 of the carrier member 6 may be filled with a hardening mixture 9.

According to any of the non-limiting variants of the hardening mixture 9, such a hardening mixture may use a polymer binder composite composition, a cement mixture (see fig. 2, 3 and 4) and/or similar hardening materials, according to design options.

As a result, the carrier members 6 of the guide rail rope 4 are grouted (concretised) so as to transfer and redistribute external loads and forces to all the pre-stressed carrier elements 5 of the chordal transport system, which significantly increases the bending stiffness and reliability of the main body 8 of the carrier members 6 of the guide rail rope 4 (see fig. 2, 3 and 4).

At the same time, the carrier member 6 of the guide cable 4 does not work as a flexible element, but as a rigid continuous beam.

Another embodiment is a body-less variant of the carrier member 6 of the guide cable 4, whereby the vehicle 7 interacts with and travels over a rolling surface a directly on the surface of the carrier member 6, which carrier member 6 is made for example in the form of a rope.

Common to all practical embodiments of the proposed transport system is that up to half of the plurality of load bearing elements 5 are rigidly fixed in the fastening unit 10 on the intermediate support 3 in the longitudinal direction, while the remaining plurality of load bearing elements 5 are connected to the intermediate support 3 in an unrestricted manner with respect to movement in the longitudinal direction.

The fastening units 10 of the load-bearing elements 5 of the load-bearing members 6 on the end 2 and intermediate 3 anchor supports (and the guide rail cable 4 as a whole) represent any known means similar to those used in suspension and cable-stayed bridges, ropes and prestressed reinforced concrete structures for fastening (anchoring) tensioned load-bearing members (rebars, ropes, high-strength wires, etc.).

In fig. 4 and 6, an embodiment of the fastening unit 10 of the carrying element 5 of the carrying member 6 on the intermediate anchor support 3 is shown. In this embodiment, the fastening unit 10 comprises an anchor 11 positioned on a load-bearing bulkhead 12 (see fig. 5), which is rigidly fixed to the intermediate anchor support 3.

Since any intermediate anchor support 3 has a certain margin of stability, in order to save material resources, it is proposed to redistribute the action of axial forces between the end anchor supports 2 and the intermediate anchor supports 3 of the transport system, which axial forces generate a prestress of the carrying element 5 of the guide cable 4, by means of the anchors 11 located on the transverse bulkheads 12 of the intermediate anchor supports 3.

Anchoring a portion of the load-bearing elements 5 to the intermediate anchoring supports 3 (on the load-bearing bulkhead 12, rigidly fixed to these supports) allows the combined tensions of the load-bearing members 6 to be distributed uniformly and transmitted to the intermediate anchoring supports 3, ensuring their load reduction and improving the stability of the end supports 2 and the reliability of the rail-chord transit overpass, while reducing the amount of material and the cost of the supports and of the load-bearing members 6 (together with the load-bearing elements 5 and the guide-rail cables 4 as a whole).

As proved by practical experience of the manufacture and operation of the claimed chordal transport system, when up to half of the plurality of load bearing elements 5 are rigidly fixed in the longitudinal direction in the fastening unit 10 located on the intermediate anchor support 3, a significant reduction of the amount of material and the stress in the intermediate anchor support 3 is achieved if the remaining plurality of load bearing elements 5 are connected to the intermediate support 3 in an unrestricted manner of movement in the longitudinal direction (see fig. 4).

From the point of view of labour intensity and profitability it is optimal to rigidly fix up to one third of the plurality of load bearing elements 5 in the fastening unit 10 located on the intermediate anchor support 3 in the longitudinal direction.

From the point of view of saving material, ensuring the durability of the guide cable 4 and the safety of the transport system, it is advisable to rigidly fix up to one tenth of the number of load-bearing elements 5 in the fastening unit 10 located on the intermediate anchoring support 3 in the longitudinal direction.

The described embodiment of the track structure, in particular of the guide cable 4, thus ensures that reliability and safety are maintained even in extreme cases when the integrity of the carrying element or elements 5 is damaged. Increasing the number of load-bearing elements 5 rigidly fixed in the fastening unit 10 on the intermediate anchor support 3 in the longitudinal direction more than half of all the load-bearing elements 5 of the load-bearing member 6 makes it possible to reduce the load of the support to a greater extent, but at the same time the material consumption and the costs of the intermediate anchor support 3 increase considerably and the efficiency of the construction technique of the entire transport system decreases unreasonably.

Preferably, the anchor 11 on the intermediate anchoring support 3 is configured to connect the pre-stressed load-bearing element 5. In this case, the durability of the carrier element 5 of the carrier member 6 and the guide cable 4 as a whole is improved.

Advantageously, the joint of the load-bearing element 5 is arranged on the intermediate anchoring support 3 in the fastening unit 10. This will reduce costs and simplify the assembly process of the transport system in field conditions.

Advantageously, the intermediate anchoring support 3 comprising the fastening unit 10 is provided with elements that enhance its stability, such as struts 13 and/or struts 14 (see fig. 1 and 6). In this case, the material quantity and the cost of the support are significantly reduced, and the reliability and the load-bearing capacity of the yunitz-based chord transport system are significantly improved.

INDUSTRIAL APPLICABILITY

The construction of the chordal transport system proposed by ewinnitz involves mounting the end supports 2 and the intermediate support 3 on the foundation 1, fastening at least one guide cable 4 in the span L of the end supports and the intermediate support, and guiding at least one wheeled vehicle 7 along the guide cable. In this case, the carrying elements 5 of the carrying members 6 of the guide cables 4 are tensioned and anchored on the end anchor supports 2 and the intermediate anchor supports 3, according to design options.

Thus, in the span between the end anchoring supports 2 (equal to 10000 meters for example), from two to ten intermediate anchoring supports 3 can be established at the same distance from each other, according to design options. Thus, during construction and installation of the guide rail cable 4, the intermediate anchor support 3 will be subjected to forces 1/2 to 1/10 from the carrier element 5, since the carrier element 5 (e.g. the reinforcing cords) has a limited length of not more than 1000-.

The yunitz-based chordal transport system works in the following manner.

The guide cable 4 is arranged between the supports in the span L. The prestressing thereof is achieved by tensioning in the longitudinal direction of the carrying elements 5 of the carrying members 6 and anchoring them on the respective support. Thus, on each intermediate anchoring support 3, the load-bearing elements 5 anchored to this support form a tension balance on both sides of the support. Thus, there is no overturning moment on the intermediate support 3. Furthermore, each intermediate support 3 has a certain stability margin. The further away from the end supports 2, the greater the stability of the intermediate support 3 and its resistance to the overturning moment of the bearing element 5 anchored thereon. This makes it possible to redistribute the effect of longitudinal forces which generate a prestress of the carrying elements 5 of the carrying members 6 of the guide rail cable 4 between the end supports 2 and the intermediate supports 3 of the transport system, especially when each intermediate support 3 becomes an end support during construction and installation, since it is closed with a part of the carrying elements 5 and the tension from said carrying elements.

In order to increase the reliability and the load-bearing capacity of the chordal transport system, the intermediate anchoring support 3 with the anchors 11 is reinforced and/or provided with struts 13 and/or struts 14, which allows to increase its stability without significantly increasing the amount of material.

This makes it possible to significantly reduce the amount of material, and therefore the cost of the transport system, without deteriorating its speed characteristics due to the load reduction of the supports, and reducing and redistributing the combined tension of the load-bearing members 6 along the guide rail cable 4 between all the supports. Thus, the span L between adjacent supports may be increased.

The tenitz-based chordal transport system with the described structure allows to create a transport system with high load capacity and improved operating characteristics and ensures a lightening of the load, a reduction of the amount of material and the stresses in the end supports 2, an increase of the rigidity and reliability of the guide cables 4, a stabilization in their longitudinal uniformity and flatness of the rolling surface a and a "velvet-like smooth track" effect with an increase of the span L between the supports.

Due to the above-mentioned salient features, the claimed solution differs from the prototype, i.e. meets the inventive criteria.

From a review of the patent and scientific literature, it is not found that any subject matter contains features that can distinguish the claimed technical solution from the prototype and that can achieve the proposed effect, and it is therefore clear that the claimed invention complies with the patentable novelty standard.

Information source

1. Patents RU No.2080268, IPC B61B 5/02, 13/00; E01B 25/00, published 1997.

2. Patents EA 006111, IPC B61B 3/00, 5/00; E01B 25/00, publication date 2005, 8 month 25.

3. Patent EA 005017, IPC B61B 5/00, E01B 25/24, published 2004, 10 months and 28 days.

Claims

1. Chordal transport system comprising end and intermediate anchor supports mounted on a foundation and at least one guide rail cable stretched in the span between the end and intermediate anchor supports, the guide rail cable comprising a plurality of prestressed carrier elements tensioned between the supports, which prestressed carrier elements are incorporated in at least one carrier member coupled with a rolling surface for the movement of the vehicle, characterized in that up to half of the plurality of carrier elements are rigidly fixed in a fastening unit on the intermediate anchor support in the longitudinal direction and the remaining part of the plurality of carrier elements are connected to the intermediate anchor support in a manner such that movement in the longitudinal direction is unrestricted.

2. Chordal transport system according to claim 1, characterised in that up to one third of the number of load bearing elements are rigidly fixed in the fastening unit on the intermediate anchor support in the longitudinal direction.

3. Chordal transport system according to claim 1, characterised in that up to one tenth of the number of load bearing elements are rigidly fixed in the fastening unit on the intermediate anchor support in the longitudinal direction.

4. The chordal transport system of claim 1 wherein the load bearing member has a body and a load bearing element therein.

5. The chordal transport system of claim 4, wherein the space within the body of the load bearing member is filled with a hardening mixture.

6. The chordal transport system according to claim 1, characterised in that the load bearing member is realized in a body-less embodiment.

7. The chordal transport system of claim 1, wherein the fastening unit represents an anchor.

8. The chordal transport system according to claims 1 and 7, wherein the anchor is configured to connect the pre-stressed load bearing element.

9. The chordal transport system of claim 8, wherein the joint of the load bearing element is located on the intermediate anchor support in the fastening unit.

10. Chordal transport system according to claim 1, characterised in that the intermediate anchoring support containing the fastening unit is equipped with elements enhancing its stability.