EP3560786B1 - Systeme de transport - Google Patents

Systeme de transport Download PDF

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Publication number
EP3560786B1
EP3560786B1 EP17883693.8A EP17883693A EP3560786B1 EP 3560786 B1 EP3560786 B1 EP 3560786B1 EP 17883693 A EP17883693 A EP 17883693A EP 3560786 B1 EP3560786 B1 EP 3560786B1
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Prior art keywords
rail
longitudinal member
transport system
strips
height
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German (de)
English (en)
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EP3560786A1 (fr
EP3560786A4 (fr
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Anatoli YUNITSKI
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B5/00—Elevated railway systems without suspended vehicles
    • 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

Definitions

  • the present invention relates to the field of transport, in particular, to rail transport trestle and suspended systems with a string-type track structure.
  • This invention can be efficiently utilized in the development of mono- and multi-rail high-speed roads for passenger and cargo traffic in conditions of cross-country terrain, mountains, desserts, as well as in metropolises and sea legs of transportation lines.
  • a transport system is known for low-speed road legs (predominantly, on ferry vessels) [1], wherein the rail track has a form of double-layer head, positioned on a sole.
  • the upper layer is made up by welding and brazing of metallic strips with alternate hardness, whereby the sections with higher hardness are positioned along the center line, with total width of such sections making up 1/3 of the head of rail' width.
  • the drawbacks of the said transport system consist in restrictions on smooth and soft vehicle movement, non-consistency in working properties of the contract surface of the head of rail, which doesn't allow to achieve high movement speeds.
  • Yunitski Most closest as per technical substance and achieved results is the line transport system by Yunitski [2], which is taken as a prototype. It includes at least one vehicle, guided by wheels along on at least one rail, containing a body, a head in the form of unit-bunched strips, connected with a prestressed longitudinal member, mounted on the supports based on the ground foundation, whereby the strips in the unit are positioned on plates.
  • Such type of a transport system ensures high specific load-bearing capacity and low material consumption, thanks to which the required straightness of the track is attained, which in turn ensures high speed of movement.
  • the drawbacks of the said system include ununiform dynamic characteristics, inferior and unstable working parameters of the contact surface of the head of rail, caused by significant alterations of the homogeneity of the contents of the contact pattern along the rolling surface, including those caused by operational wear of the contact surface.
  • the said strips in the unit are connected with each other by coupling layers, the thickness of which B 2 , m, is determined via the ratio: 0,01 ⁇ B 2 / B 1 ⁇ 5 , where: B 1 , m, - the thickness of a strip, whereby the unit of strips is made with thickness B 0 , m, and height A 0 , m, determined by, respectively, the ratios as follows: 0,2 ⁇ B 0 / A ⁇ 5; 0,2 ⁇ B 0 / B ⁇ 0,9 5 and 0,05 ⁇ A 0 / A ⁇ 0,9 , where: A, m, - height of the body of rail; B , m, - width of the body of rail.
  • the strips of the unit are pre-stretched up to force F 1 , H, determined by the ratio: 0,01 ⁇ F 1 / F 0 ⁇ 0,95 , where: F 0 , H, - prestressing force of the rail elements, which includes tension capacity F 2 , H, of the prestressed longitudinal member, tension capacity F 3 , H, of the body, and tension capacity F 1 , H, of the strips in the unit of the head of rail.
  • the longitudinal member may be mounted on separately positioned vertical supports.
  • the longitudinal member is mounted on the support in the form of a truss span structure, which, in turn, represents a beam, or a truss, or a trestle, or a cable-stayed system, or a combination thereof.
  • the longitudinal member mounted on the support representing a truss span structure is made with the constant height h, m, of its position relative to the body.
  • the longitudinal member can be placed inside the body with the possibility to alter the height h, m, of its position relative to the body.
  • alteration in height h, m is in inverse relation to the distance of the corresponding section of the body to the nearest support, whereas, on the section of the body placed on the support, the longitudinal member is fixed on the upper part of the body at the height h max , m, and on the section of the body placed in the center of the span, the longitudinal member is fixed on the lower part of the body at the height, correspondingly, - h o , m.
  • a hardening material based on polymer binders, composites and/or cement mixtures can be used as coupling layers.
  • Exterior sides of the strips in the unit and body surfaces adjacent thereto can advantageosuly define the rolling surface of the rail, whereby the coupling layers and the strips of the unit,
  • the transport system ( Fig.1 ) comprises anchor supports 2 and intermediate supports 3 spaced apart along the track on ground foundation 1. At least one rail 4 with at least one wheel-guided vehicle 5 fixed on the supports.
  • Rail 4 ( Fig.2 ) comprises a head 6, a body 4.1 with a face contact surface 4.A and a cavity 4. B for prestressed longitudinal member 7.
  • the head 6 is made in the form of unit-bunched strips 6.1. and is connected by body 4.1 with a prestressed longitudinal member 7 via its cover 7.2, being in direct contact with the cavity 4. B of the body 4.1, filled with a hardening material 4.2.
  • At least one truss span structure 8 fixed above the foundation between the supports, forming spans, is located on the supports.
  • anchor supports 2 and intermediate supports 3 may take various design appearance - in the form of towers, pillars with caps, steel and ferroconcrete columnar and frame buildings and constructions, equipped with passenger platforms and/or cargo terminals, other special-purpose constructs or truss structures.
  • the structure of anchor supports 2 and intermediate supports 3 may vary according to the place of installation.
  • the form of caps with anchoring devices for load-bearing members (not shown on fig.), installed at track turns, at linear track sections, in the mountains or at track ends, can be different. This is due to the fact that the mentioned devices determining the direction for the transition track section shall be smoothly connected with suspended track sections in spans between the supports.
  • caps can be determined by the fact that they are the places for locating passenger loading and unloading stations and/or cargo terminals, hubs for the arrangement of junctions (turnout switches and turns) of the track structure.
  • Supports 2 and 3 can be combined with buildings and construction facilities (not shown on fig.).
  • Vehicles 5 (passenger and/or cargo, and/or cargo-passenger), included in the transport system according to the invention, can be either wheeled on rail 4 of the transport system, as shown on ( Fig.1 ), or suspended to the rail of the transport system from below (not shown on fig.).
  • truss span structures 8 may vary depending the local terrain features, design objectives and engineering viability, whereby a truss span structure 8 ( Fig.1 ) may represent a beam, or a truss, or a trestle, or cable-stayed system, or a combination thereof.
  • the rail 4 of the transport system is mounted on the supports 2 and 3 and/or the truss span structure 8.
  • Anchoring devices for rail 4 on anchor supports 2 and intermediate supports 3 or truss span structure 8 involve any known devices, similar to those used in hanging and cable-stayed bridges, cableways and pre-stressed reinforced concrete structures for fastening (anchoring) of stretched load-bearing members (reinforcement, ropes, high-tensile wires, etc.).
  • the body 4.1 of rail 4 between intermediate supports 3 and/or 2 can be equipped with a strut-framed beam 9 ( Fig.1 ) fixed thereon. This will ensure the presence of a preemptive bend in spans between intermediate supports 3 and/or 2 of the body 4.1 of rail 4 upwards, and, thereby, to relieve and reinforce the body of rail 4.
  • longitudinally oriented elements of transport system rail may be used - body 4.1, unit of strips 6.1 of the head 6 of rail 4 etc.
  • Load-bearing members 7.1 of the prestressed longitudinal member 7 are encased within the cover 7.2, in which the free space around the load-bearing members 7.1 is filled up with a hardening material 7.3.
  • a hardening material 7.3 compositions are used based on polymer binders, composites or cement mixtures, which rigidly bind the prestressed longitudinal member into one solid structural element.
  • the cover 7.2 of the prestressed longitudinal member 7 is positioned in the cavity 4.B (see Fig.2 ) of the body 4.1, with the possibility of a relative motion thereof along the height h, m, (see Fig.2 ) from value h o , m, to value h max , m, ( Fig.4 and 5 ).
  • Relative motion, in the cavity 4.B of the body 4.1, of cover 7.2 of the prestressed longitudinal member 7 and body 4.1, with the subsequent rigid fixation of the chosen position, is done via any of the known traditional techniques after tensioning of the longitudinal member 7 and body 4.1, ensuring thereby the adjusted alignment of the rolling surface Z of the transport system.
  • the space of the cavity 4.B between the body 4.1 and cover 7.2 of the prestressed longitudinal member 7, to ensure the fixation of their relative disposition along the height h , M , is filled up with the hardening material 4.2, as which any traditional materials can be used - polymers and composites, including: foam polymers, foamed concrete, ceramics, concrete etc.
  • the body 4.1 and the prestressed longitudinal member 7 are rigidly bound as one complete whole.
  • the means of relative motion and fixation of the position of the body 4.1 and the cover 7.2 of the prestressed longitudinal member 7, may be any thereof, selected from the traditional ones.
  • a pressuring device in the form of a screw-nut pair (not shown on Figs.), where one of elements of the pair is rigidly connected with the body (for example, as in metalworking vise).
  • a resilient member for instance, in the form of a leaf / helical spring, rigidly connected with the body of the rail, can be used.
  • the pressuring device For secure fixation of the prestressed longitudinal member 7 relative to the body 4.1 of rail 4, it is expedient to equip the pressuring device with a support assembly (not shown on Figs.), which is in contact with the rigid cover 7.2 of the prestressed longitudinal member 7.
  • the rail 4 can be equipped with crosstie cushions (not shown on Figs.), placed in the cavity 4. B of the body 4.1 between pressuring element and cover 7.2 of the prestressed longitudinal member 7. Their presence offsets the flaws of the contacting surfaces, reduces contact stresses and damps system vibrations, caused by various external loads (movement of vehicles, wind etc.).
  • the strips 6.1 of the head 6 of unit are set in the body 4.1 on plates, as shown on Fig.2 and Fig.3 .
  • the exterior sides 6.3 of the strips 6.1 of unit and face contact surfaces 4.A of the body 4.1 adjacent thereto define the rolling surface Z of the rail 4.
  • the said strips 6.1 in the unit are connected with each other by coupling layers 6.2, for instance, in the form of hardening materials based on polymer binders, composites and/or cement mixtures.
  • the coupling layers 6.2 and strips 6.1 of the unit are placed within the body 4.1 in such a way that those form, together with the face contact surface 4.A of the body 4.1, with the help of their face surfaces 6.3 6.4, a single contact surface Z of rail 4 - the rolling surface.
  • the strips 6.1 of the unit of the head 6 of body 4.1 of rail 4 are longitudinally pre-stretched.
  • the strips 6.1 are fixed in that prestressed state with the use of coupling layers 6.2.
  • coupling layers 6.2 various modifications of hardening materials are used, which, together with the strips, form a one-piece head of rail with improved operational characteristics (including - with a higher heavy duty).
  • the mentioned construction of the head of body of rail provides the sufficient properties associated with smoothness and softness of vehicle motion, as well as consistency of operational characteristics of the contact surface Z of the head 6 of rail 4, which, in turn, allows to arrange for high-speed motion.
  • the hardening materials for filling up the cavity of body, spare area of the volume of the prestressed longitudinal member and the unit of strips of head 6, may be of same type and composition, or different type and/or different composition, depending on the design objectives and engineering viability.
  • the sizes of coupling layers 6.2 are chosen so that to preserve the inequality for the ratio of the thickness B 2 , m, of the layer to the thickness of the strip B 1 , M , (see Fig.3 ): 0,01 ⁇ B 2 / B 1 ⁇ 5
  • the ratio (1) is less than 0,01, then the side surface of the strips 6.1 will have ununiform and inconsistent area of contact with the filling material, and, as a result, the unit of strips of head 6 will be insufficiently monolithic and durable.
  • the unit of strips of head 6 will have inadequate hardness and rigidity of the rail contact surface.
  • head 6 of rail 4 with any geometry of the coupling layers 6.2, is possible via realization of the unit of strips of head 6 of rail with the help of the coupling layers 6.2 with various thickness.
  • the coupling layers 6.2 in the unit of strips may be done with alternate thickness in such a way so that to have those arranged in order of decreasing thickness closer to the sides of the unit, which is a practical solution at descending and deceleration legs.
  • the dimensions of the thickness of unit of strips of head 6 of rail and the height of body 4.1 of rail 4 are chosen in such a way that inequality for the ratio of thickness B 0 , m, of unit of strips to the height A, m, of the body of rail (see Fig.2 ) is valid: 0,2 ⁇ B 0 / A ⁇ 5
  • the rolling surface, formed by face surfaces 6.3 and 6.4 of the head 6 of rail 4 may experience a pressure higher than its elastic strength, which can cause a premature wear or excessive material consumption due to the exorbitant values of the height of body of rail.
  • the thickness B 0 , m, of the unit of strips of head 6 and width B, m, of body 4.1 of rail 4 should be within limits, defined by the ratio: 0,2 ⁇ B 0 / B ⁇ 0,95
  • the face contact surface 4.A (see Fig.2 ) of body 4.1 of rail 4 will experience a pressure higher than elastic strength of the material of body, which can cause a premature wear and inhibition of motion safety, or an excessive material consumption due to the exorbitant values of the width of body of rail. This, in turn, will cause decreasing of torsional rigidity of the transport system.
  • the ratio (3) is more than 0,95, then, due to the transverse loads exerted by wheels on rail, assurance factor drops and a premature wear of side surface of the body of rail takes place, which leads to a substantially shortened lifetime of the transport system.
  • height A 0 , m, of the unit of strips of head 6 and height of body 4.1 of rail 4 are selected in such a way, that inequality for the ratio of height A 0 , m, of unit of strips to height A, m, of body of rail (see Fig.2 ) is valid: 0,05 ⁇ A 0 / A ⁇ 0,9
  • Prestressing force F 0 , H, of all longitudinally oriented elements of rail, including tension capacity F 2 , H, of the prestressed longitudinal member 7, tension capacity F 3 , H, of the body 4.1 and tension capacity F 1 , H, of the strips of unit of head 6, is defined by the value, derived from the ratio: 0,01 ⁇ F 1 / F 0 ⁇ 0,95
  • the specified limits of the ratio define the optimum range of tension forces of elements of the transport system, which ensures the required rigidity of rail 4, and, hence, its load-bearing capacity in spans between supports with minimum materials intensity of the structure.
  • the ratio (5) is less than 0,01, then the efficiency of using the prestressed construction of head 6 of rail 4 is decreasing, which causes a reduced load-bearing capacity of transport system, a shorter distance between intermediate supports 3 and/or 2, as well as a lower torsional rigidity of rail 4.
  • the ratio (5) is more than 0,95, then enhancement of operational characteristics will be attained via unjustified excessive material consumption, and, as a result, higher cost of the entire system.
  • coupling layers 6.4 According to any of the numerous possible embodiments of the coupling layers 6.4 and their use in formation of different hardening materials based on polymer binders, composites and/or cement mixtures, it is expedient to use, as coupling layers 6.4, a suspension of a hardening material with filler additives.
  • a suspension of a hardening material with filler additives it is necessary to provide adequate concentrations of the hardening material and the filler, which will allow to avoid deterioration of strength properties of the unit of strips and operational characteristics of coupling layers 6.4.
  • the volume of filler additives is defined in such way, so that the ratio of volume of additives V 1 , m 3 , to the volume V 0 , m 3 , of filler, is determined by the ratio: 0,05 ⁇ V 1 / V 0 ⁇ 0,98
  • the ratio (6) is less than 0,05, then the impact of filler additives on enhancing of operational characteristics of coupling layers 6.4 will be insignificant and inconsistent due to their inadequate concentration in the volume of layers.
  • the ratio (6) is more than 0,98, then the deterioration of strength properties of strips in the unit due to the insufficient concentration of the hardening material in the volume of layers.
  • antifriction materials can be used as a filler.
  • the enhancement in efficiency of the transport system on legs of route will be achieved via decreased friction factor of contact surface Z , prevention of wear, lowering energy costs, more smooth and soft vehicle movement.
  • the efficiency of the transport system is significantly enhanced in the legs of accelerating / decelerating, as well as ascending / descending, which, in turn, ensures lowering accelerating / decelerating times, decreased energy costs, and more smooth and soft vehicle movement.
  • composite materials as fillers. This will allow to substantially increase the range of strength-density ratio of the head of rail, as well as to increase its rigidity, wear resistance and endurance strength at cyclic loads, which render the most unfavorable impact on the head 6 of rail.
  • B of body 4.1 of rail 4 with possibility to alter the height h, m, of its position relative to body 4.1 within the range of values from h o , m, to h max , m, (see Fig.4 and 5 ), allows to adjust the height of position of the contact surface Z of rail in the spans between intermediate supports 3 and/or 2, guaranteeing its rectilinear trajectory along the entire transport system route.
  • the longitudinal member is fixed in the upper part of body at the height, corresponding to the value h max , m, (see Fig.4 ).
  • the longitudinal member 7 is fixed in the lower part of the body 4.1 at the height, corresponding to the value h o , m, (see Fig.5 ), ensuring thereby compensation of lateral bend of body of rail and linearity of rolling surface.
  • the strut-framed beam 9 provides an additional reinforcement of body 4.1 of rail 4, which significantly increases the bearing capacity of rail 4 in spans, thanks to the anchoring by the strut-framed beam of a share of bending moment, appearing by gravity of rail 4, as well as due to the action of vehicle 5 on rail 4 and various atmospheric phenomena. Thereby, the rectilinear evenness of rail 4 in a span between two intermediate supports and a longer distance between intermediate supports are guaranteed.
  • the construction of the claimed transport system comprises installation of anchor 2 and intermediate 3 supports on the foundation 1, truss span structures 8, on which at least one rail 4 is mounted and at least one vehicle 5 is wheel guided along this rail.
  • the mechanism of the transport system operates as follows.
  • the area of deformation expands through the prestressed unit of strips 6.1, in which the strips 6.1 are connected by the hardening material of coupling layers 6.2, and, further on, through the prestressed body 4.1, over to the prestressed longitudinal member 7, concreted in its cover 7.2 and body 4.1 by the hardening materials 7.3 and 4.2, respectively.
  • the embodiment of the rolling surface (upper layer of contact surface) with alternate areas with different mechanical characteristics (hardness, ductility property, friction factor and elastic coefficient) and a varying balance thereof, both over thickness, and along the rail, allows to obtain a well-designed contact surface Z of head of rail with predefined operational characteristics for various sections of the transport system.
  • enhancement of operational characteristics of the rolling surface is done via prevention of flattening out of rail. Thanks to the optimization of friction factor on different sections of motion of vehicle 5, the following improvements are achieved: enhancing of motion parameters at acceleration/deceleration, in ascending and descending; expansion of functional capabilities of the transport system due to increased ascending/descending gradients; decreasing of acceleration/deceleration times; lowering energy consumption costs; improving qualities related to the smooth and soft vehicle movement.
  • B of body 4.1 of rail 4 with possible alteration of the height h, m, of its position relative to body 4.1, as well as equipping the body with a strut-framed beam 9 fixed thereon, allows to guarantee a preemptive bend of the body 4.1 upwards, in spans between intermediate supports 3 and/or 2 and, body 4.1 of rail 4.
  • the value of that preemptive bend corresponds to the deformation of rail 4 by gravity of vehicle 5 up to the position of a straight line.
  • the transport system according to the invention permits to develop a transport system of a string-type structure with high bearing capacity and enhanced operational characteristics.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Railway Tracks (AREA)

Claims (8)

  1. Un système de transport comprenant:
    - des supports (2) à installer sur fondations au sol,
    - au moins un rail (4), constitué d'un corps (4.1) présentant une cavité (4.B), une tête (6) réalisée sous forme de bandes regroupées en une unité (6.1) et un élément longitudinal précontraint (7), ledit au moins un rail (4) étant monté sur lesdits supports (2), et
    - au moins un véhicule à roues (5) guidé sur ledit au moins un rail (4),
    dans lequel ledit élément longitudinal précontraint (7) est placé à l'intérieur de ladite cavité (4.B) du corps (4.1) du rail (4), et est connecté avec la tête (6),
    selon lequel lesdites bandes (6.1) de l'unité sont positionnées sur plaques du corps (4.1) du rail (4),
    caractérisé en ce que lesdites bandes (6.1) sont interconnectées par des couches de couplage (6.2), dont la largeur B 2 est déterminée par le rapport: 0,01 ≤ B 2 / B 1 ≤ 5 ,
    Figure imgb0024
     où: B1 est l'épaisseur d'une bande (6.1),
    selon lequel l'unité de bandes (6.1) a une épaisseur B0, et une hauteur A0, déterminées par les rapports suivants, de manière correspondante: 0,2 ≤ B 0 / A ≤ 5 ;
    Figure imgb0025
     0,2 ≤ B 0 / B ≤ 0,95 et
    Figure imgb0026
     0,05 ≤ A 0 / A ≤ 0,9 ,
    Figure imgb0027
     où: A, est la hauteur du corps (4.1) du rail (4);
    B est la largeur du corps (4.1) du rail (4), et les bandes (6.1) de l'unité sont pré-étirées jusqu'à la force F1 déterminée par le rapport: 0,01 ≤ F 1 / F 0 ≤ 0,95 ,
    Figure imgb0028
     où: F0 est la force de précontrainte des éléments du rail (4), comprenant la capacité de tension F2 de l'élément longitudinal précontraint (7), la capacité de tension F3 du corps (4.1) et la capacité de tension F1 des bandes (6.1) dans l'unité de la tête (6) du rail (4).
  2. Le système de transport selon la revendication 1, caractérisé en ce que l'élément longitudinal précontraint (7) est monté sur des supports verticaux positionnés séparément (2).
  3. Le système de transport selon la revendication 1, caractérisé en ce que l'élément longitudinal précontraint (7) est monté sur le support (2) sous la forme d'une structure de travée en treillis (8), constituée d'une poutre, ou d'un treillis, ou d'un tréteau, ou d'un système à haubans, ou d'une combinaison de ceux-ci.
  4. Le système de transport selon la revendication 3, caractérisé en ce que l'élément longitudinal précontraint (7), monté sur le support (2) représentant une structure de travée en treillis (8), est réalisé avec une hauteur constante h de sa position par rapports au corps de rail (4.1).
  5. Le système de transport selon l'une quelconque des revendications 1-3, caractérisé en ce que l'élément longitudinal précontraint (7) est placé à l'intérieur du corps de rail (4.1) avec la possibilité de modifier la hauteur h de sa position par rapport au corps de rail (4.1).
  6. Le système de transport selon la revendication 5, caractérisé en ce que, à l'intérieur d'une section du corps de rail (4.1.) dans une travée entre les supports (2), la modification de la hauteur h est en relation inverse avec la distance de la section correspondante du corps de rail (4.1) à partir du support le plus proche (2), tandis que, sur la section du corps de rail (4.1) placée sur le support (2), l'élément longitudinal (7) est fixé sur la partie supérieure du corps de rail (4.1) à la hauteur hmax et sur la section du corps de rail (4.1) placée au centre de la travée, l'élément longitudinal (7) est fixé sur la partie inférieure du corps de rail (4.1) à la hauteur, respectivement, de ho.
  7. Le système de transport selon la revendication 1, caractérisé en ce qu'un matériau durcissant à base de liants polymères, de composites et/ou de mélanges de ciment est utilisé comme couches de couplage.
  8. Le système de transport selon la revendication 1, caractérisé en ce que les côtés extérieurs (6.3, 6.4) des bandes (6.1) de l'unité et les surfaces du corps de rail (4.A) adjacente à ceux-ci définissent la surface de roulement (Z) du rail (4).
EP17883693.8A 2016-12-23 2017-12-19 Systeme de transport Active EP3560786B1 (fr)

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EA201700049A EA031917B1 (ru) 2016-12-23 2016-12-23 Транспортная система юницкого
PCT/BY2017/000022 WO2018112594A1 (fr) 2016-12-23 2017-12-19 Systeme de transport

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EP3560786A1 EP3560786A1 (fr) 2019-10-30
EP3560786A4 EP3560786A4 (fr) 2020-07-08
EP3560786B1 true EP3560786B1 (fr) 2022-03-16

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EA037218B1 (ru) * 2019-01-04 2021-02-20 Анатолий Эдуардович Юницкий Струнная транспортная система юницкого
EA039257B1 (ru) * 2019-12-12 2021-12-23 Анатолий Эдуардович Юницкий Транспортная система юницкого

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US4843971A (en) * 1988-03-21 1989-07-04 Regis College Monorail track system
DE4014069A1 (de) * 1990-05-02 1992-03-05 Richter Hans Fuehrungsschiene und deren herstellung
RU2022070C1 (ru) 1991-09-10 1994-10-30 Южный Научно-Исследовательский Проектно-Конструкторский Институт Морского Флота Железнодорожный рельс для малоскоростных участков дорог
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CN100379619C (zh) * 2003-07-24 2008-04-09 于晓波 悬索交通系统
DE10337122B4 (de) * 2003-08-11 2007-10-11 Manfred Josef Wallner Hängekranbahn und Hängekranbahnprofil
DE102007025034A1 (de) * 2007-05-29 2008-12-04 Bwg Gmbh & Co. Kg Betonschwelle
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EA034490B1 (ru) * 2017-04-29 2020-02-13 Анатолий Эдуардович Юницкий Ферменная путевая структура скоростной транспортной системы, рельсовая нить ферменной путевой структуры скоростной транспортной системы и способ изготовления ферменной путевой структуры и рельсовой нити
EA031807B1 (ru) * 2017-06-09 2019-02-28 Анатолий Эдуардович Юницкий Рельс транспортной системы

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CN110366514A (zh) 2019-10-22
CN110366514B (zh) 2021-05-07
EP3560786A1 (fr) 2019-10-30
WO2018112594A1 (fr) 2018-06-28
EP3560786A4 (fr) 2020-07-08
EA201700049A1 (ru) 2018-06-29
EA031917B1 (ru) 2019-03-29

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