CN210062971U - Embedded track traffic transportation system - Google Patents

Abstract

The application relates to an embedded rail transit system, wherein a rail beam comprises a plurality of rail beam units; the track beam unit comprises a first main body and a second main body which are arranged in a mirror symmetry mode, and a walking space is formed in a space between the first main body and the second main body; the preset space between the upper part and the lower part of the first main body and the second main body is an upper opening and a lower opening of the walking space respectively; the first body and the second body are of a section steel structure; the power bogie is arranged in the walking space and walks along the walking space; the carrier is supported and connected above the power bogie, and a gap is preset between the carrier and the upper parts of the first main body and the second main body; the support provides support to the track beam. The application provides a technical scheme can reduce support piece height, delivery unit focus and use the steel volume, and the security improves simultaneously, and the noise reduces to can avoid a large amount of snow to produce.

Description

Embedded track traffic transportation system

Technical Field

The application relates to the field of rail transit transportation, in particular to an embedded rail transit transportation system.

Background

The air rail transit system generally comprises various structures which are distinguished according to the mutual position relation among a rail beam, a power bogie and a carrier, and can relate to a straddle type monorail and a suspension type monorail.

In the suspension type monorail, a carrier is suspended below a power bogie, and the power bogie can be arranged below or inside a track beam; when the power bogie is arranged below the track beam, the track beam adopts a single beam mode; when the power bogie is arranged inside the track beam, the track beam is usually an open-bottomed box-type structural beam, such as the one disclosed in patent application No. CN 201610944898.7.

In straddle monorail, the power bogie straddles over the track beam, which is typically in the form of a single beam, such as that of patent application No. CN201811023548.2, while the power bogie supports the vehicle above it.

SUMMERY OF THE UTILITY MODEL

This application hopes to obtain support piece height and reduces, and the delivery unit focus reduces, and the volume of using steel reduces, and the security improves, and the noise reduces to can avoid the track traffic transportation system that a large amount of snow produced.

In existing suspended monorail systems, whether the power bogie is located below or within the track beam, the support members that provide support to the track beam need to be fixed to the outside of the track beam or to the top of the track beam. With such an arrangement, the supporting member is not only higher in height, but also higher in overall center of gravity and higher in cost.

In the existing straddle type monorail, although the height of the supporting piece is reduced, the gravity center of the whole carrying unit is higher due to the fact that the track beam, the power bogie and the carrier are sequentially arranged from bottom to top in the design structure of the carrying unit. The carrying unit comprises a track beam, a power bogie and a carrier.

Therefore, the utility model provides a design is favorable to solving above-mentioned problem, and technical scheme is as follows:

the application provides an embedded rail transit system, which comprises a rail beam, a power bogie, a carrier and a supporting piece, wherein the rail beam comprises a plurality of rail beam units;

the track beam unit comprises a first main body and a second main body which are arranged in a mirror symmetry mode, and a walking space is formed in a space between the first main body and the second main body; the preset space between the upper part and the lower part of the first main body and the second main body is an upper opening and a lower opening of the walking space respectively; the first body and the second body are of a section steel structure;

the power bogie is arranged in the walking space and walks along the walking space;

the carrier is supported and connected above the power bogie, and a gap is preset between the carrier and the upper parts of the first main body and the second main body;

the support provides support to the track beam.

Compared with the existing rail transit system, the embedded rail transit system provided by the technical scheme of the application has the advantages that the power bogie is arranged in the rail beam, namely the power bogie and the rail beam are arranged in a superposition manner in the height direction, so that the gravity center of the carrying unit is reduced; in the transport system, the supporting piece is arranged below the track beam or the track beam unit, and the height of the supporting piece is also reduced. The power bogie is embedded in the combined structure type track beam, so that the gravity center of the carrying unit and the supporting piece is reduced, and the steel consumption of the combined structure type track beam is reduced compared with the existing track beam structure; in addition, in the practical use process of the scheme, the walking space is provided with the upper opening and the lower opening, so that a large amount of accumulated snow can be structurally prevented from being generated in the track beam.

The scheme of the application also provides a preferable scheme formed by combining any one or more of the following characteristics.

Optionally, the width of the upper opening is less than the track width between the running wheels at the two ends of the driving shaft of the power bogie.

Optionally, the track beam unit includes a plurality of third bodies; wherein the content of the first and second substances,

and two ends of the third main body are respectively and fixedly connected to the lower part of the first main body and the lower part of the second main body.

Optionally, a separation distance is preset between adjacent third bodies.

Optionally, the section steel structure includes any one of H-section steel, U-section steel or C-section steel, the upper and lower portions of which are symmetrical or asymmetrical.

Optionally, a first contact-type running part is arranged at the lower part or the middle part of the first main body and the second main body;

when the power bogie is provided with the rubber wheels as the travelling wheels, the first contact type travelling part is a plane rail surface matched with the rubber wheels; or when the steel wheels arranged on the power bogie are walking wheels, the first contact type walking part is a three-dimensional steel rail matched with the steel wheels.

Optionally, when the rubber wheels arranged on the power steering frame are walking wheels, the power steering frame is provided with guide wheels, and the first main body and the second main body are provided with guide surfaces matched with the guide wheels.

Optionally, the first body or/and the second body is/are provided with a power supply rail, and the power supply rail is arranged between the rubber wheel and the upper portion or between the steel wheel and the upper portion.

Optionally, when the rubber wheels arranged on the power bogie are walking wheels, the protection wheels are arranged below the carrier, and the protection rails or the protection surfaces matched with the protection wheels are arranged above the upper parts of the first main body and the second main body; a certain gap is reserved between the preset protection wheel and the protection rail or the protection surface.

Optionally, a driving shaft of the power bogie is provided with a stabilizing wheel, and the first main body and/or the second main body are/is provided with a limiting member matched with the stabilizing wheel;

alternatively, the upper part of the power bogie is provided with stabilizing wheels, which are located below the upper part of the first body and/or the second body.

Drawings

Fig. 1 is a longitudinal cross-sectional view of an embedded rail transit system provided by an embodiment of the application along a traveling direction;

FIGS. 2-4 are various structural schematic diagrams of a longitudinal section of a carrying unit (a vehicle is a chassis of the carrying unit except a box body for carrying people or objects) along a traveling direction according to an embodiment of the present application;

5-9 are various wheel-track matching structures of the carrying unit provided by the embodiment of the application;

FIGS. 10-14 are schematic views of various cross-sectional configurations of a third body provided by embodiments of the present application;

FIG. 15 is a longitudinal sectional view of the track beam unit of the present application in the direction of travel;

FIG. 16 is a schematic bottom view of the track beam unit of the present application;

fig. 17 is a schematic perspective view of an embedded rail transit system according to an embodiment of the present application.

Detailed Description

The present invention will be described with reference to the accompanying drawings and embodiments.

Fig. 1 is a longitudinal cross-sectional view of an embedded rail transit system along a traveling direction according to an embodiment of the application; the embedded rail transit transportation system comprises a rail beam 100, a power bogie 200, a carrier 300 and a support 400, wherein the rail beam 100 comprises a plurality of rail beam units;

the track beam unit comprises a first main body 1101 and a second main body 1102 which are arranged in a mirror symmetry mode, and a walking space is formed in a space between the first main body 1101 and the second main body 1102; the preset intervals between the upper and lower portions of the first and second bodies 1101 and 1102 are upper and lower openings of the running space, respectively; the first body 1101 and the second body 1102 are of steel section construction;

the power bogie 200 is arranged in the walking space, and the power bogie 200 walks along the walking space;

the carrier 300 is supported and connected above the power bogie 200, and a gap is preset between the carrier 300 and the upper parts of the first main body 1101 and the second main body 1102;

the support 400 provides support for the track beam 100, and a shock mount 500 is arranged between the support 400 and the track beam 100, wherein the shock mount 500 may be a ball mount or a rubber mount.

Compared with the existing rail transit system, the embedded rail transit system provided by the technical scheme of the application has the advantages that the power bogie is arranged in the walking space, namely the power bogie and the rail beam are arranged in a superposition manner in the height direction, so that the gravity center of the carrying unit is reduced; in the transport system, the supporting piece is arranged below the track beam or the track beam unit, and the height of the supporting piece is also reduced. The power bogie is embedded in the combined structure type track beam, so that the gravity center of the carrying unit and the supporting piece is reduced, and the steel consumption of the combined structure type track beam is reduced compared with the existing track beam structure; in addition, in the practical use process of the scheme, the walking space is provided with the upper opening and the lower opening, so that a large amount of accumulated snow can be structurally prevented from being generated in the track beam.

The integral structure of the scheme is simpler and more convenient, and the height of the supporting piece is obviously reduced; compared with a suspension type, the height of the supporting piece can be obviously reduced, and the cost advantage is achieved; for example, in the case of a transportation system with a height limit of 4.5 m above the ground for a vehicle, the height of the support member of the present application is as low as 5m, and the height of the suspended support member is at least 9 m, and overall, the height of the support member of the present application is at least reduced by the sum of the heights of the track beam and the corresponding object of the vehicle compared to the suspended support member.

In addition, this application scheme compares in suspension type track traffic transportation system, has more the advantage in the security: for example, when the track beam needs to be overhauled, the maintainer does not need to hang below the track beam for overhauling; for example, when the transport system has an emergency failure, a safe evacuation channel can be arranged above the support, so that the related personnel can be evacuated in time.

Compared with a straddle-type monorail, the overall gravity center of the carrying unit of the scheme of the application is lowered, and reference can be made to the detailed description of the lowering of the gravity center of the carrying unit. Other, for example, noise, the solution of the present application is significantly lower than that of a straddle-type monorail due to the bogie embedded inside the track beam, compared to a straddle-type monorail; for example, the security, this application scheme is compared in striding a formula single track, strides a formula single track's track roof beam narrower usually, and the maintainer still has the risk when overhauing, and this application scheme maintainer then can stand inside the track roof beam, and factor of safety obviously improves.

Referring to fig. 2 to 4, the first body 1101 or the second body 1102 of the present invention may be any type of section structure shown in fig. 2 to 4, particularly a type steel structure such as C-type steel, H-type steel or U-type steel, and it is preferable that the first body 1101 and the second body 1102 are the same type of section steel structure; in addition, the thickness of the first body 1101 and the second body 1102 is preferably not less than 10mm, and particularly preferably 10mm to 40 mm. In addition, the first body 1101 and the second body 1102 may be formed by hot rolling, and when the rail beam unit is formed, the first body 1101 and the second body 1102 are arranged in a mirror symmetry manner.

In particular, in the present embodiment, the first body 1101 and the second body 1102 may be H-shaped steel, U-shaped steel or C-shaped steel with symmetrical upper portion 1001 and lower portion 1002, or may be H-shaped steel, U-shaped steel or C-shaped steel with asymmetrical upper portion 1001 and lower portion 1002. When the profile steel with the width of the tarpaulin 1001 larger than that of the lower portion 1002 is adopted, the obtained track beam unit can avoid more accumulated snow in the track beam unit.

With reference to the width L2 of the lower opening 102 of the running space in the present case being smaller than the track width L3 between the running wheels 201 at the two ends of the drive axle of the power bogie 200, it is preferred that the width L1 of the upper opening 101 of the running space in the present case is likewise smaller than the track width L3 between the running wheels 201 at the two ends of the drive axle of the power bogie 200; under the arrangement, the obtained track beam unit can effectively avoid the possibility of overturning of the power bogie in the walking process.

Please refer to fig. 2-4; the first contact type running part may be provided at the lower part 1002 of the first body 1101 or the second body 1102 or at any part inside the running space, that is, at the middle part of the first body 1101 or the second body 1102, and the height of the center of gravity of the carrying unit may be largely lowered in any manner.

Please refer to fig. 2-4; in the transportation system, the main part of the power bogie, which travels along the first contact type traveling part, is the traveling wheel, and the traveling wheel 201 can be a rubber wheel or a steel wheel; in addition, it may be further preferable that the height of the rubber wheels or the steel wheels is approximately flush with the height of the power bogie, so that the height of the center of gravity of the carrying unit can be lowered to the maximum extent. Further, although the height of the track beam unit is not particularly limited, it is preferable that the height of the track beam unit is approximately equal to the height of the power bogie, and the height of the center of gravity of the entire carrier unit is also lowered to the maximum. It can be said that the embedded rail transit system of the present application can be realized or further optimized in reducing the overall height of the center of gravity of the carrying unit compared to a straddle-type monorail from several aspects:

1. the power bogie is embedded in the track beam, and is not straddled outside the track beam; the structure design of the straddle seat is that the carrying unit is respectively a track beam, a power bogie and a carrier from bottom to top, and the height is the sum of the heights of the three structures; the embedded structure design is that the track beam and the carrier are respectively arranged from bottom to top, and the height is the sum of the heights of the two structures.

2. The height of the walking wheels of the power bogie is approximately flush with the height of the power bogie, and/or the height of the track beam unit is approximately flush with the height of the power bogie; under such setting, the height setting of power bogie is lower, the height setting of track roof beam unit is lower to because the power bogie is embedded in the inside of track roof beam unit, make the whole height of track roof beam unit lower in the scheme after this application optimizes.

Referring to fig. 5-7, in the present embodiment, when the power bogie sets the rubber wheel 131 as a running wheel, the first contact-type running part is a planar rail surface matched with the rubber wheel 131; or, when the steel wheels 132 are arranged as the running wheels of the power bogie, the first contact running part is a three-dimensional steel rail matched with the steel wheels 132. The power bogie 200 may also be provided with guide wheels 14, the first body 1101, the second body 1102 being provided with guide surfaces matching the guide wheels 14.

In particular, in the present embodiment, when the power bogie is provided with the rubber wheels 131 as the running wheels 201, the protection wheels 15 are disposed below the vehicle 300, the protection rails or the protection surfaces matched with the protection wheels 15 are disposed above the upper portions of the first body 1101 and the second body 1102, and a certain gap is left between the preset protection wheels 15 and the protection rails or the protection surfaces. Due to the arrangement, when the rubber wheel 131 is suddenly blown or damaged, the protection wheel 15 can descend under the action of gravity and contact with the protection rail or the protection surface, so that the possibility of overturning of the vehicle is effectively avoided.

Specifically, as shown in fig. 5-7, the first main body 1101 and the second main body 1102 of the present application may further be provided with a power supply rail 17, the power supply rail 17 may be provided between the rubber wheel 131 and the upper portion 1001 or between the steel wheel 132 and the upper portion 1001, and the power bogie is provided with a current receiving device matched with the power supply rail 17; such an arrangement can effectively avoid the possibility of snow accumulation around the power supply rail 17.

In addition, as shown in fig. 8-9, in the system of the present application, it is preferable that the driving shaft of the power bogie is provided with a stabilizing wheel 202, the first body 1101 and/or the second body 1102 is provided with a stabilizing plate 1003, and the stabilizing wheel 202 is located below the stabilizing plate 1003; alternatively, the upper part of the power bogie is provided with stabilizing wheels 202, said stabilizing wheels 202 being located below the upper part 1001 of the first body 1101 and/or the second body 1102.

Referring to fig. 10-14, fig. 10-14 are schematic cross-sectional views of a third body 1103 according to an embodiment of the present disclosure; the third body 1103 in the present embodiment may be any steel structure, such as C-shaped steel, H-shaped steel, U-shaped steel or rectangular pipe shown in fig. 10-14, and it is preferable that the third body 1103 is a steel structure similar to the first body 1101 and the second body 1102; the ends of the third bodies 1103 are fixedly connected to the lower portion of the first body 1101 and the lower portion of the second body 1102, respectively, and may be the upper surface, the inner side surface, or the lower surface of the lower portions. Similarly, the third body 1103 may be a symmetrical structure, and may also be formed by hot rolling. In the present embodiment, the thickness of the third body 1103 is preferably not less than 5mm, and more preferably not less than 10 mm.

The use of the third body may further reduce the amount of steel used. Compared with the track beam unit formed by the first main body and the second main body, the length of the track beam unit can be increased by increasing the third main body, the number of the supporting pieces is reduced, and therefore the steel consumption of the whole transportation system is effectively reduced.

This application scheme is when adopting embedded structure, because the carrier is located the top of track roof beam unit, goes up open-ended top position promptly, consequently, support piece can fixed connection in the below position of track roof beam unit completely to effectively reduce support piece's height.

Referring to fig. 15-16, fig. 15 is a schematic longitudinal sectional view of the track beam unit of the present application along the traveling direction; FIG. 16 is a schematic bottom view of the track beam unit of the present application; the track beam unit in the present application is formed by combining the aforementioned first main body 1101, second main body 1102 and third main body 1103, wherein the first main body 1101 and the second main body 1102 are arranged in mirror symmetry, and two ends of the third main body 1103 are respectively fixedly connected to the lower part of the first main body 1101 and the lower part of the second main body 1102; above the third body 1103, the space between the first body 1101 and the second body 1102 forms a running space 110; the first main body 1101, the second main body 1102 and the third main body 1103 are all of a steel section structure; the preset distance between the upper and lower portions of the first and second bodies 1101 and 1102 is the upper and lower openings 101 and 102 of the travel space, respectively, and it is preferable that the widths of the upper and lower openings 101 and 102 are the same; the spacing distance 104 is preset between adjacent third bodies 1103. The track beam unit shown in fig. 15-16 may be formed by combining the first body 1101, the second body 1102 and the third body 1103 shown in any of fig. 2-4 and fig. 10-14. In addition, the track beam units shown in fig. 15-16 are connected front and back to form the track beam for long-distance track traffic transportation; and several track beam units may be arranged in parallel. In particular, the track beam of the scheme can be used in a manner of referring to an embedded track transportation system shown in fig. 17. In fig. 17, including the support 400, the power bogie, the vehicle 300, and the rail beam 100; the track beam 100 is higher than the ground by the support 400, the track beam 100 supports the power bogie, and the power bogie is located inside the track beam 100 and travels along the traveling space of the track beam 100, and the vehicle 300 is supported above the power bogie.

The difference of the effect of the scheme of the application and the prior rail transit system will be contrasted and explained.

Detailed description of the invention-actual workshop measurement of various load data

By using the first body and the second body as shown in any of fig. 2-4 and the third body as shown in fig. 10-14 and referring to the track beam unit (without the reinforcing member 12) as shown in fig. 15-16, the first body, the second body and the third body with different structures are respectively manufactured into different track beam unit structures according to an arrangement and combination mode, different track beam units respectively use workshop measurement and other modes, the thickness x/mm of the first body and the second body and the length y/mm of the track beam unit are respectively preset, the actual load D/t of the single track beam unit is respectively preset, and other conventional parameters can refer to conventional general parameters in the field; measuring and calculating the vertical static deformation delta/mm of a single track beam unit and the steel consumption d/(t/unit load) of the unit load of the track beam unit, and calculating the length y/800(mm) of the track beam unit; the data obtained are shown in table one.

Watch 1

Examples	x/mm	y/mm	D/t	d	y/800	δ
							1-1	10	10000	60	0.19～0.21	12.5	9.5～12
1-2	15	15000	60	0.31～0.35	18.75	12.5～16.75
							1-3	20	20000	60	0.42～0.50	25	20～24.5
1-4	25	22000	60	0.46～0.55	27.5	22～27
							1-5	30	25000	60	0.63～0.67	31.25	25～30.5
1-6	35	28000	60	0.72～0.75	35	26～34
							1-7	40	30000	60	0.77～0.80	37.5	28.5～37

The existing track beam unit structure adopts the same preset parameters with the application:

the first suspension type: namely an open type single-type beam mode, wherein a running space of the motor car is arranged below the open type single-type beam, and the left side and the right side of the open type single-type beam respectively support two wheels of the motor car. A straddle-type monorail using concrete beams can be referred to this model.

The second suspension type: namely a box type structural beam mode, the inside of the box type structural beam is a running space of the motor train, and the running wheels of the motor train are supported at the positions of two inner side plates of the box type structural beam.

And a third suspension type: the combined type structural beam mode is generally used for two specific structures, such as a structural beam consisting of two section steels, and a space between the two section steels is a traveling space; the other structure is a structural beam consisting of two section steels, the tops of the two structural beams are welded, and meanwhile, a fixing piece is added on the top.

The first open type single structure beam can ensure the rail strength with small steel consumption, and the structure determines that the left side and the right side respectively support two wheels of a bullet train, and the relative position, the size and the structural configuration of an optimized driving mechanism and the two wheels in the mode still make the whole system more complex.

The relative position, size and structural configuration of the driving mechanism and the wheels in the second box-type structural beam mode can reduce the driving energy consumption of the wheels, but the steel consumption of unit load of the track beam unit is increased due to the box-type structure and the reinforcing piece which are used for ensuring the strength requirement of the structure.

In the third combined type structural beam mode, no matter what type of typical structure, in order to achieve the corresponding standard of the track beam unit, namely the vertical static deformation in the traveling direction of the combined type structural beam does not exceed the length/800 (mm) of the track beam unit, the steel consumption of the unit load of the track beam unit is inevitably larger.

Compared with the first suspension type, the integral structure of the scheme of the application is simpler and more convenient, the height of the supporting piece is obviously reduced, the table I only explains the steel consumption of the track beam unit, but compared with the suspension type, the height of the supporting piece can be obviously reduced, and the cost advantage is achieved; for example, in the case of a transportation system with a height limit of 4.5 m above the ground for the vehicle, the height of the support member of the present application is lower than 4.5 m, and the height of the suspended support member is at least 9 m, and overall, the height of the support member of the present application is at least reduced by the sum of the heights of the track beam and the corresponding object of the vehicle, compared to the suspended support member.

In addition, this application scheme compares in suspension type track traffic transportation system, has more the advantage in the security: for example, when the track beam needs to be overhauled, the maintainer does not need to hang below the track beam for overhauling; for example, when the transport system has an emergency failure, a safe evacuation channel can be arranged above the support, so that the related personnel can be evacuated in time.

Compared with a straddle-type monorail, the overall gravity center of the carrying unit of the scheme of the application is lowered, and reference can be made to the detailed description of the lowering of the gravity center of the carrying unit. Other, for example, noise, the solution of the present application is significantly lower than that of a straddle-type monorail due to the bogie embedded inside the track beam, compared to a straddle-type monorail; for example, the security, this application scheme is compared in striding a formula single track, strides a formula single track's track roof beam narrower usually, and the maintainer still has the risk when overhauing, and this application scheme maintainer then can stand inside the track roof beam, and factor of safety obviously improves.

Contrast item one (second mode): the box-type structure beam and the fixing piece arranged at the top of the box-type structure beam respectively preset the actual load D/t of a single track beam unit by adopting the thickness x1/mm of the box-type structure beam and the length y1/mm of the track beam unit, and other conventional parameters can refer to conventional general parameters in the field; measuring the vertical static deformation delta/mm of a single track beam unit and the steel consumption d/(t/unit load) of the unit load of the track beam unit by using the same actual measuring and calculating mode as the table I, and calculating the length y1/800(mm) of the track beam unit; the data obtained are shown in Table two.

Watch two

Comparative term two (third mode): the track beam units of the two section steel structures adopt the thickness x2/mm of the section steel structure and the length y2/mm of the track beam units, the actual load D/t of a single track beam unit is preset respectively, and other conventional parameters can refer to conventional general parameters in the field; measuring the vertical static deformation delta/mm of a single track beam unit and the steel consumption d/(t/unit load) of the unit load of the track beam unit by using the same actual measuring and calculating mode as the table I, and calculating the length y2/800(mm) of the track beam unit; the resulting data are shown in table three.

Watch III

Examples	x2/mm	y2/mm	D/t	d	y2/800	δ
							3-1	10	10000	60	0.20～0.25	12.5	10～12.5
3-2	15	15000	60	0.36～0.41	18.75	13.5～16.75
							3-3	20	20000	60	0.45～0.53	25	21～23.5
3-4	25	22000	60	0.49～0.59	27.5	23～27
							3-5	30	25000	60	0.68～0.71	31.25	26～30.5
3-6	35	28000	60	0.78～0.85	35	26.5～34
							3-7	40	30000	60	0.81～0.88	37.5	29～38.5

According to the scheme, after the specific first main body, the specific second main body and the specific third main body are adopted, the steel consumption of the track beam in unit length is reduced while self-cleaning and noise reduction of each track beam unit are realized, the cost is reduced, and the steel consumption of the unit load of the track beam unit is obviously lower than that of the conventional track beam structure on the premise that the vertical static deformation delta of the track beam unit is not more than y (track beam unit length)/800 (mm). The first table to the third table effectively show that, compared with the rail beam unit structure in the existing mode, the rail beam unit structure in the scheme of the application adopts the main body structure with the same thickness, the rail beam unit with the same length and the same load, and achieves the effect that the vertical static deformation delta of the rail beam unit is not larger than y (the length of the rail beam unit)/800 (mm), and the steel consumption of the rail beam unit structure in the scheme of the application is obviously smaller than that of the existing rail beam unit structure.

Although the specific embodiment of the present application only lists the partial thickness of the main structure, the partial length of the rail beam unit, and the measured data under the condition of bearing the load of 60 t/rail beam unit, this does not affect the complete independence of the present application, that is, the applicant verifies that the present application obtains the steel amount significantly lower than that of the existing rail beam unit structure on the premise that the data of other parameters is the same as that of the existing comparison items (no matter the load is 50t, 40t, and below, or more than 60t, or the matching parameters between the thickness of other main structures and the length of the rail beam unit are adopted), and the vertical static deformation δ of the rail beam unit is not more than y (rail beam unit length)/800 (mm), and the specific embodiment is only used as an example.

In addition, from table one, it can be derived that when the thicknesses of the first body and the second body and the length of the rail beam unit satisfy a specific proportional relationship, for example, the relationship between the thickness x (unit: mm) of the first body or the second body and the length y (unit: m) of the rail beam unit is: y-ax²+ bx-c, a is 0.01 to 0.015, b is 1.1 to 1.4, c is 0.5 to 2.5; on the premise that the vertical static deformation delta of the obtained track beam unit is not more than y (track beam unit length)/800 (mm), the steel consumption of the unit load of the track beam unit is obviously lower.

The same and similar parts among the various embodiments in the specification of the present application may be referred to each other. Especially, for the system and terminal embodiments, since the method therein is basically similar to the method embodiments, the description is relatively simple, and the relevant points can be referred to the description in the method embodiments.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Of course, the above description is not limited to the above examples, and technical features that are not described in this application may be implemented by or using the prior art, and are not described herein again; the above embodiments and drawings are only for illustrating the technical solutions of the present application and not for limiting the present application, and the present application is only described in detail with reference to the preferred embodiments instead, it should be understood by those skilled in the art that changes, modifications, additions or substitutions within the spirit and scope of the present application may be made by those skilled in the art without departing from the spirit of the present application, and the scope of the claims of the present application should also be covered.

Claims (10)

1. The utility model provides an embedded track transportation system, includes track roof beam, power bogie, carrier and support piece, its characterized in that:

the track beam comprises a plurality of track beam units;

the track beam unit comprises a first main body and a second main body which are arranged in a mirror symmetry mode, and a walking space is formed in a space between the first main body and the second main body; the preset space between the upper part and the lower part of the first main body and the second main body is an upper opening and a lower opening of the walking space respectively; the first body and the second body are of a section steel structure;

the power bogie is arranged in the walking space and walks along the walking space;

the carrier is supported and connected above the power bogie, and a gap is preset between the carrier and the upper parts of the first main body and the second main body;

the support provides support to the track beam.

2. The in-line rail transit system of claim 1, wherein: the width of the upper opening is smaller than the wheel track between the walking wheels at the two ends of the driving shaft of the power bogie.

3. The in-line rail transit system of claim 1, wherein: the track beam unit comprises a plurality of third main bodies; and two ends of the third main body are respectively and fixedly connected to the lower part of the first main body and the lower part of the second main body.

4. The in-line rail transit system of claim 3, wherein: the spacing distance is preset between the adjacent third main bodies.

5. The in-line rail transit system of claim 1, wherein: the section steel structure comprises any one of H-shaped steel, U-shaped steel or C-shaped steel with symmetrical or asymmetrical upper and lower parts.

6. The in-line rail transit system of claim 1, wherein: a first contact type running part is arranged at the lower part or the middle part of the first main body and the second main body;

when the power bogie is provided with the rubber wheels as the travelling wheels, the first contact type travelling part is a plane rail surface matched with the rubber wheels; or when the steel wheels arranged on the power bogie are walking wheels, the first contact type walking part is a three-dimensional steel rail matched with the steel wheels.

7. The in-line rail transit system of claim 6, wherein: when the rubber wheels arranged on the power steering frame are walking wheels, the power steering frame is provided with guide wheels, and the first main body and the second main body are provided with guide surfaces matched with the guide wheels.

8. The in-line rail transit system of claim 6, wherein: the first main body or/and the second main body is/are provided with a power supply rail, and the power supply rail is arranged between the rubber wheel and the upper part or between the steel wheel and the upper part.

9. The in-line rail transit system of claim 6, wherein: when the rubber wheels are arranged on the power steering frame as walking wheels, the lower part of the carrier is provided with a protective wheel, and the upper parts of the first main body and the second main body are provided with a protective rail or a protective surface matched with the protective wheel; a certain gap is reserved between the preset protection wheel and the protection rail or the protection surface.

10. The in-line rail transit system of claim 1, wherein: the driving shaft of the power bogie is provided with stabilizing wheels, and the first main body and/or the second main body are/is provided with limiting pieces matched with the stabilizing wheels;

alternatively, the upper part of the power bogie is provided with stabilizing wheels, which are located below the upper part of the first body and/or the second body.

Images