JP2012172365A - Guide rail facility, design method thereof, construction method thereof, and design support program thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a guide rail facility with reduced material and construction costs, comprising a guide rail in contact with a guide wheel of a track-type vehicle and a plurality of rail supporting materials which support the guide rail.SOLUTION: A first structural specification of a guide rail facility which satisfies predetermined strength conditions is determined under external force conditions for the guide rail facility, and a second structural specification is then determined. In the second structural specification for the region where the natural frequency fof a guide rail determined by the first structural specification is higher than the vibration generating frequency fof the guide rail determined by the travel speed of a vehicle, the distances "s" between the neighboring rail supporting materials are broadened to (s+a), (s+a),..., respectively, within a range that the natural frequency fexceeds the vibration generating frequency f.

Description

  The present invention relates to a guide rail facility comprising a guide rail with which a guide wheel of a track-type vehicle is in contact and a plurality of rail support members that support the guide rail, a design method for the guide rail facility, a construction method for the guide rail facility, and a guide rail It relates to equipment design support program.

  In recent years, a new transportation system has attracted attention as a new means of transportation other than buses and railways. As one type of such a new transportation system (Automated People Mover, Automated Transit Systems), a vehicle that travels on a track with a running wheel made of rubber tires is known.

  This type of vehicle is provided with guide wheels, and the traveling direction is regulated by contacting the guide wheels with a guide rail provided along the travel path.

  For example, the guide rail is supported by a plurality of rail support members provided along the traveling path, as described in Patent Document 1 below.

JP 2003-213603 A

  A guide rail facility having a guide rail and a plurality of rail support materials, as well as other various facilities, can satisfy material strength and construction costs as much as possible while satisfying predetermined strength conditions. It is desired.

  Therefore, the present invention provides a guide rail facility, a guide rail facility design method, a guide rail facility construction method, and a guide rail capable of suppressing the material cost and the construction cost while satisfying a predetermined strength condition. The purpose is to provide a facility design support program.

The design method of the guide rail equipment according to the invention for achieving the above object is as follows:
In a design method of a guide rail facility comprising a guide rail with which a guide wheel of a rail-type vehicle is in contact and a plurality of rail support members that support the guide rail, the guide rail facility is predetermined using an external force condition for the guide rail facility. A first structural specification setting step for determining a first structural specification of the guide rail facility that satisfies a certain strength condition, a natural frequency calculating step for obtaining a natural frequency of the guide rail determined by the first structural specification, and the guide rail An excitation frequency calculating step for obtaining an excitation frequency of the guide rail at each position by contact of the guide wheel using a planned traveling speed of the rail-type vehicle at each position in a direction in which the rail extends, and the strength condition Within the range that satisfies the above, the first structural specification is changed to a second structural specification that avoids resonance due to the fact that the excitation frequency and the natural frequency at the position are approximated for each position. When, characterized in that the run.

  In the design method, considering the planned traveling speed of the vehicle, the first structural specification is changed to the second structural specification that avoids resonance due to the approximation of the natural frequency and the vibration frequency of the guide rail. This eliminates the need to increase the rigidity of the guide rail and the rail support material unnecessarily and to reduce the distance between the rail support materials unnecessarily, thereby reducing the material cost and construction cost of the guide rail equipment. be able to.

  Here, in the design method of the guide rail facility, in the specification changing step, the natural frequency of the guide rail is higher than the excitation frequency among the plurality of positions in the direction in which the guide rail extends. The position may be changed to the second structural specification that lowers the natural frequency of the guide rail at the position within a range where the natural frequency does not fall below the excitation frequency. Further, in the specification changing step, among the plurality of positions in the direction in which the guide rail extends, with respect to a position where the natural frequency of the guide rail is equal to or less than the excitation frequency, the natural vibration at the position is You may change into said 2nd structure specification which makes a number higher than this excitation frequency in the said position.

  In this design method, since the natural frequency of the guide rail is higher than the excitation frequency determined by the planned traveling speed of the vehicle at any position, the traveling speed of the vehicle becomes lower than the planned traveling speed in an emergency or the like. Even if the vibration frequency of the guide rail is lowered, resonance between the natural frequency and the vibration frequency can be avoided.

  Moreover, in the design method of the guide rail facility, in the specification changing step, at least one of the mutual spacing of the rail support materials, the rigidity of the rail support material, and the rigidity of the guide rail is changed. The natural frequency of the guide rail may be changed. The rigidity of the rail support material here includes the connection rigidity between the guide rail and the rail support material and the joint rigidity between the rail support material and the installation location.

  Moreover, in the design method of the guide rail equipment, in the specification changing step, among the plurality of positions in the direction in which the guide rail extends, the natural frequency of the guide rail is higher than the excitation frequency. In the range where the natural frequency does not fall below the excitation frequency, the second structural specification may be changed to widen the mutual spacing of the rail support members. As described above, when the mutual spacing of the rail support members is widened, it is determined whether the strength condition is satisfied by the widened mutual spacing. Preferably, the mutual spacing is included in one of the second structural specifications.

  In the design method, the distance between the rail support members is widened. As a result, the number of rail support members is reduced, and the material cost and construction cost of the guide rail facility can be reduced.

  Moreover, in the design method of the guide rail facility, in the specification changing step, among the plurality of positions in the direction in which the guide rail extends, the position where the natural frequency of the guide rail is equal to or less than the excitation frequency. The at least one of the rigidity of the rail supporting material and the rigidity of the guide rail is increased, and the natural frequency at the position is changed to the second structural specification to be higher than the excitation frequency at the position. May be.

  In the design method, since at least one of the rigidity of the rail support material and the rigidity of the guide rail is increased to increase the natural frequency of the guide rail, an increase in the number of rail support materials can be suppressed. For this reason, the increase in the material cost and construction cost of a guide rail installation can be suppressed to the minimum.

The construction method of the guide rail facility according to the invention for achieving the above object is as follows:
In the design method of the guide rail facility, a design process for determining the second structural specification, and a construction process for installing the guide rail facility along a target traveling path in the second structural specification determined in the design process; , Is executed.

  Also in the construction method, the second structural specification that avoids resonance due to the approximation of the natural frequency and the vibration frequency of the guide rail from the first structural specification in consideration of the planned traveling speed of the vehicle, as in the design method. Therefore, it is not necessary to unnecessarily increase the rigidity of the guide rail and the rail support material, and the material cost and construction cost of the guide rail equipment can be suppressed.

A design support program for a guide rail facility according to the invention for achieving the above-described object,
In a design support program for a guide rail facility comprising a guide rail with which a guide wheel of a rail-type vehicle is in contact and a plurality of rail support members that support the guide rail, a predetermined condition is set for an external force condition for the guide rail facility. A first structural specification acquisition step of acquiring a first structural specification of the guide rail facility that satisfies a specified strength condition and storing the first structural specification together with the strength condition in a storage device of a computer; and the guide rail extends Receiving a planned traveling speed of the rail-type vehicle at each position in the direction to be performed, and a natural speed calculation for obtaining a natural frequency of the guide rail determined by the traveling speed reception step stored in the storage device and the first structural specification Step and the estimated travel speed at each position received at the travel speed reception step, and the guide rail at each position is generated by the contact of the guide wheel. An excitation frequency calculation step for obtaining a frequency, and the first structural specifications for each position within the range satisfying the intensity condition stored in the storage device, the excitation frequency at the position and the specific The computer is caused to execute a specification changing step of changing to a second structure specification that avoids resonance due to approximation of the frequency and storing the second structure specification in the storage device.

  In the design support program, by executing the program, similar to the design method, the planned traveling speed of the vehicle is taken into consideration, and the natural frequency and the excitation frequency of the guide rail are approximated from the first structural specification. Since it changes to the 2nd structure specification which avoids resonance, it becomes unnecessary to make the rigidity of a guide rail and a rail support material unnecessarily high, and the material cost and construction cost of a guide rail equipment can be held down.

Here, in the design support program of the guide rail equipment,
In the specification changing step, for each of the plurality of positions in the direction in which the guide rail extends, whether or not the natural frequency of the guide rail at the position is higher than the excitation frequency at the position. And a position where the natural frequency of the guide rail is higher than the excitation frequency, the natural vibration at the position is within a range where the natural frequency does not fall below the excitation frequency. The computer is caused to execute a frequency down processing step of changing to the second structural specification for decreasing the number.

  In the design support program, the natural frequency of the guide rail is set to be higher than the excitation frequency determined by the planned traveling speed of the vehicle by executing the program, so that the traveling speed of the vehicle is scheduled in an emergency or the like. Even if the traveling speed becomes lower and the vibration frequency of the guide rail becomes lower, resonance between the natural frequency and the vibration frequency can be avoided.

In the design support program for the guide rail equipment,
In the frequency down processing step, the distance between the rail support members may be increased in order to reduce the natural frequency at the position. In this case, in the specification changing step, when it is determined that the strength condition is satisfied at the mutual interval widened in the frequency down processing step, and when it is determined that the strength condition is satisfied, the expansion is performed. It is preferable that the storage step of storing the mutual interval as one of the second structural specifications in the storage device is executed by a computer.

  In the design support program, as a result of the execution of the program, the mutual distance between the rail support members is widened. As a result, the number of rail support members is reduced, and the material cost and construction cost of the guide rail facility can be reduced.

In the design support program for the guide rail equipment,
In the specification changing step, the natural vibration at the position is determined with respect to the position at which the natural frequency at the position of the guide rail is determined not to be higher than the excitation frequency at the position in the frequency determination step. You may make the said computer perform the frequency-up process step which changes to a said 2nd structure specification which makes a number higher than this excitation frequency in the said position.

  In the design support program, the natural frequency of the guide rail is set to be higher than the excitation frequency determined by the planned traveling speed of the vehicle by executing the program, so that the traveling speed of the vehicle is scheduled in an emergency or the like. Even if it becomes slower than the traveling speed and the vibration frequency of the guide rail becomes low, resonance due to the approximation of the natural frequency and the vibration frequency can be avoided.

  In this case, in the frequency increasing process step, in order to increase the natural frequency of the guide rail at the position, the first of the at least one of the rigidity of the rail support member and the rigidity of the guide rail is increased. You may change to a two-structure specification. In the execution of this program, since at least one of the rigidity of the rail support material and the rigidity of the guide rail is increased to increase the natural frequency of the guide rail, an increase in the number of rail support materials can be suppressed. For this reason, the increase in the material cost and construction cost of a guide rail installation can be suppressed to the minimum.

The guide rail equipment according to the invention for achieving the above object is as follows:
In a guide rail facility provided with a guide rail that contacts a guide wheel of a rail-type vehicle and a plurality of rail support members that are arranged along the guide rail and support the guide rail, the direction in which the guide rail extends The vibration frequency of the guide rail at each position due to the contact of the guide wheel is lower than the natural frequency of the guide rail at any position, which is determined by the planned traveling speed of the rail-type vehicle at each position. In the direction in which the rails extend, an interval maintaining region in which the mutual interval between the two adjacent rail support members is the same as a predetermined initial setting interval, and an interval expansion region in which the mutual interval is wider than the initial setting interval It is characterized by that.

  Here, in the guide rail facility, the rigidity of the rail support member in at least a part of the interval maintaining region may be higher than the rigidity of the rail support member in the interval expansion region. In this case, for example, when the rail support material in the space expansion region is configured by joining a plurality of members, the rail support material in at least a part of the space maintenance region is You may have the said some member which comprises the said railing support material in a space | interval expansion area | region, and the reinforcement member which reinforces the junction part of any two members of this some member. The rigidity of the guide rail in at least a part of the interval maintaining area may be higher than the rigidity of the guide rail in the interval increasing area. Furthermore, in the said space | interval expansion area | region, there may exist several space | intervals wider than the said initial setting space | interval as a mutual space | interval of the said two adjacent rail support materials.

  In the said guide rail installation, since there exists a space | interval expansion area | region, avoiding resonance of a guide rail, the number of rail support materials can be reduced and the material cost and construction cost of a guide rail installation can be reduced.

  The present invention can provide a guide rail facility that avoids resonance due to the approximation of the natural frequency and excitation frequency of the guide rail based on the planned traveling speed of the vehicle. There is no need to make it high as necessary, and there is no need to make the distance between the rail support members unnecessarily small, and the material cost and construction cost of the guide rail equipment can be suppressed.

[BRIEF DESCRIPTION OF THE DRAWINGS] It is a side view of the traveling apparatus of the vehicle in one Embodiment based on this invention. It is a top view of the traveling device of vehicles in one embodiment concerning the present invention. It is a front view of the traveling device of vehicles in one embodiment concerning the present invention. It is a top view of the guide rail and rail support material of the 1st structure specification in one embodiment concerning the present invention. It is a front view of the guide rail and rail support material of the 1st structure specification in one embodiment concerning the present invention. It is a principal part top view of the guide rail installation of the 1st structure specification in one Embodiment which concerns on this invention. It is a block diagram of the design support apparatus in one Embodiment which concerns on this invention. It is a flowchart which shows the procedure of the design method in one Embodiment which concerns on this invention. It is a flowchart which shows operation | movement of the design assistance apparatus in one Embodiment which concerns on this invention. It is explanatory drawing which shows the operation plan of the vehicle in one Embodiment which concerns on this invention. It is explanatory drawing which shows the relationship between the natural frequency of a guide rail in each position of the guide rail installation of the 1st structure specification in one Embodiment which concerns on this invention, and an excitation frequency. It is explanatory drawing which shows the relationship between the natural frequency of a guide rail in each position of the guide rail installation of the 2nd structure specification in one Embodiment which concerns on this invention, and an excitation frequency. It is explanatory drawing which shows the structure of the support constant table in one Embodiment which concerns on this invention. It is explanatory drawing which shows the structure of the structural specification table in one Embodiment which concerns on this invention. The guide rail and rail support material of the specification 2 in one embodiment concerning the present invention are shown, the figure (A) is a top view of the guide rail and rail support material, and the figure (B) is the guide rail and rail support. It is a front view of material. The guide rail and rail support material of specification 3 in one embodiment concerning the present invention are shown, the figure (A) is a top view of the guide rail and rail support material, and the figure (B) is the guide rail and rail support. It is a front view of material. The guide rail and rail support material of specification 4 in one embodiment concerning the present invention are shown, the figure (A) is a top view of the guide rail and rail support material, and the figure (B) is the guide rail and rail support. It is a front view of material. The other guide rail installation in one Embodiment which concerns on this invention is shown, The same figure (A) is a principal part top view of the same guide rail installation, The figure (B) is a front view of the same guide rail installation. It is a graph which shows the relationship between frequency ratio and amplitude magnification.

  Hereinafter, embodiments of a guide rail facility, a design method thereof, a construction method thereof, and a design support program thereof according to the present invention will be described with reference to the drawings.

  First, a vehicle using the guide rail facility of the present embodiment will be described with reference to FIGS.

  The vehicle of this embodiment is a vehicle of a new traffic system of a side guide rail type. This vehicle includes a vehicle body 1, a frame 2 fixed to the lower surface of the vehicle body 1, and traveling devices T provided on the front and rear of the lower part of the frame 2. The traveling device T is installed on both sides of the vehicle, a pair of left and right traveling tires 3, an axle 5 that couples the pair of traveling tires (running wheels) 3, a suspension device 10 that supports the axle 5 and the pair of traveling tires 3. And a steering guide device 20 that directs the traveling tire 3 in a direction along the side guide rail 30 that is provided.

  The suspension device 10 has a bogie frame 11 that supports the axle 5, a pair of left and right air springs 19 disposed between the bogie frame 11 and the frame 2 of the vehicle body 1, and the bogie frame 11 can be displaced in the vertical direction. A plurality of links 14 to be supported and a pair of left and right suspension frames 15 are provided.

  The cart frame 11 has a main body 12 having a pair of vertical beam portions 12a extending in the front-rear direction and a cross beam portion 12b connecting the pair of vertical beam portions 12a in plan view, and a lower side from each of the pair of vertical beam portions 12a. And a hanging portion 13 that hangs down. The axle 5 is attached to a pair of left and right hanging parts 13 of the bogie frame 11.

  The pair of left and right suspension frames 15 are arranged at positions on the rear side of the pair of left and right hanging parts 13 of the carriage frame 11, respectively. The suspension frame 15 and the carriage frame 11 are connected to each other by two links 14 that are aligned vertically and parallel to each other. One end of these links 14 is pin-coupled to the suspension frame 15, and the other end of these links 14 is pin-coupled to the carriage frame 11.

  In the present embodiment, the suspension frame 15, the bogie frame 11, and the two links 14 constitute a parallel link mechanism in which these are four links. For this reason, the bogie frame 11 can move up and down without changing the orientation with respect to the suspension frame 15. The two links 14 also serve as traction rods for transmitting the driving force and deceleration force of the traveling tire 3 to the vehicle body 1.

  The steering guide device 20 includes a king pin (not shown) serving as a steering shaft of the traveling tire 3, a knuckle arm 28 (FIG. 2) that swings integrally with the traveling tire 3 with reference to the king pin, and extends in the vehicle width direction. A guide rod 21 disposed on the front side of the suspension device 10, guide wheels 22 provided at both ends of the guide rod 21, and the main body of the carriage frame 11 so that the guide rod 21 can be displaced in the vehicle width direction. A connecting plate 23 and a rotating arm 24 that are connected to 12, a connecting rod 25 that connects one end of a knuckle arm 28 of one traveling tire 3 of the pair of left and right traveling tires 3 to the connecting plate 23, and one A tie rod 26 that connects the other end of the knuckle arm 28 of the traveling tire 3 and the end of the knuckle arm 28 of the other traveling tire 3.

  One end of the connecting rod 25 is pin-coupled to the connecting plate 23, and the other end is pin-coupled to one end of the knuckle arm 28 of one traveling tire 3 of the pair of left and right traveling tires 3. ing. Further, both end portions of the tie rod 26 are pin-coupled to end portions of the knuckle arms 28 of the pair of traveling tires 3, respectively.

  When the guide wheel 22 of the steering guide device 20 contacts the side guide rail 30 and receives a lateral load from the side guide rail 30, the guide rod 22 is displaced in the vehicle width direction. The displacement of the guide rod 21 in the vehicle width direction is transmitted to the knuckle arm 28 of one traveling tire 3 via the connecting plate 23 and the connecting rod 25, and the one traveling tire 3 and knuckle arm 28 receives the kingpin. Swing with reference. Further, the swing of the knuckle arm 28 of the one traveling tire 3 is transmitted to the knuckle arm 28 of the other traveling tire 3 via the tie rod 26, and the other traveling tire 3 and the knuckle arm 28 are also one of the other traveling tires 3. As with the traveling tire 3, it swings with the kingpin as a reference.

  1 to 3 all show a traveling device T on the front side of the vehicle, and the traveling device on the rear side of the vehicle is reversed in the front-rear direction with respect to the traveling device T on the front side. . For this reason, in the traveling device T on the front side, for example, the suspension frame 15 is located on the rear side of the hanging portion 13 of the carriage frame 11. However, in the traveling device on the rear side, the front side of the hanging portion 13 of the carriage frame 11. In addition, the suspension frame 15 is located. Further, in the traveling device T on the front side, the guide rod 21 and the guide wheel 22 of the steering guide device 20 are arranged on the front side of the suspension device 10, but in the traveling device on the rear side, on the rear side of the suspension device 10, A guide rod 21 and a guide wheel 22 of the steering guide device 20 are arranged.

  Next, the guide rail installation of this embodiment is demonstrated using FIGS. Note that the guide rail equipment shown in FIGS. 4 to 6 is not the guide rail equipment of the second structural specification to be finally constructed, but the guide rail equipment of the first structural specification at the initial stage of the design stage.

  As shown in FIG. 6, the guide rail facility includes a pair of side guide rails (hereinafter simply referred to as guide rails) 30 disposed on both sides of the vehicle body 1 described above, and a plurality of guide rails 30 that support the guide rail 30. Rail support 40. In the first structural specification, the plurality of rail support members 40 are provided at equal intervals s, for example, at intervals of several meters, along the direction in which the guide rail 30 extends. In addition, the mutual space | interval of the some rail support material in a 1st structure specification does not need to be equal intervals.

  As shown in FIGS. 4 and 5, H-shaped steel is used here as the guide rail 30. A pair of flanges 31a and 31b facing each other are arranged on the guide rail 30 along the traveling path of the vehicle so as to face the vertical direction, and the web 33 between the pair of flanges 31a and 31b faces the horizontal direction. The surface of the flange (hereinafter referred to as the inner flange) 31a of the H-shaped steel that is the guide rail 30 that faces the inner side of the traveling path and the side that is far from the flange (hereinafter referred to as the outer flange) 31b that faces the outer side of the traveling path is The contact surface 32 with which the guide wheel 22 contacts is formed.

  The rail support member 40 includes a post 41 formed of H-shaped steel, a rail support plate 45 that contacts the outer flange 31b of the guide rail 30, a connector 46 that connects the post 41 and the rail support plate 45, and a guide rail. A clamp 50 for attaching 30 to the rail support plate 45, a base plate 55 to which the post 41 is fixed, and an anchor bolt 56 for fixing the base plate 55 to the installation location.

  The post 41 has a longitudinal direction facing the vertical direction, and one flange (hereinafter referred to as a mounting flange) 42a of the pair of flanges 42a and 42b of the post 41 faces the outer flange 31b of the guide rail 30. Have been placed.

  The rail support plate 45 is disposed between the outer flange 31 b of the guide rail 30 and the mounting flange 42 a of the post 41. The rail support plate 45 is connected by four connecting tools 46 in parallel with the mounting flange 42a of the post 41 and at a distance. The connector 46 includes a bolt 47, a pair of plate clamping nuts 48 that sandwich the rail support plate 45 while being screwed into the bolt 47, and the attachment of the post 41 while being screwed into the bolt 47. And a pair of flange clamping nuts 49 that sandwich the flange 42a.

  The clamp 50 has a pair of clamp plates 51 facing each other, and a bolt 52 and a nut 53 for adjusting the distance between the pair of clamp plates 51. The outer flange 31 b of the guide rail 30 is sandwiched between a pair of clamp plates 51 together with the rail support plate 45, and is attached to the post 41 via the rail support plate 45.

  The guide rail 30 is formed by changing the screwing amount of the plate clamping nut 48 or the flange clamping nut 49 with respect to the bolt 47 of the connector 46 that connects the post 41 and the rail support plate 45 to the post 41. The distance between can be adjusted.

  Next, the design procedure of the guide rail facility of the present embodiment will be described according to the flowchart shown in FIG.

  First, a first structural specification of a guide rail facility that satisfies a predetermined strength condition is determined using external force conditions for the guide rail facility (S1). Specifically, the specification of the guide rail 30 is determined using an impact load (external force condition) received by the guide rail 30 from the guide wheel 22. This specification includes dimensions and the like of each part of the H-shaped steel forming the guide rail 30. Furthermore, specifically, for example, using the impact load that the rail support member 40 receives from the guide rail 30, the mutual spacing of the rail support members 40, the specifications of the posts 41 of the rail support members 40, the specifications of various bolts and nuts, The specification of the rail support plate 45, the specification of the anchor bolt 56 for fixing the base plate 55 to the installation location, and the like are determined.

Next, determine the natural frequency _{f 2} of the guide rail 30 defined by first structural specifications (S2). It will be described later concrete Determination of the natural frequency f _2.

Next, using the planned traveling speed of the vehicle at each position in the direction in which the guide rail 30 extends, the vibration frequency f ₁ at each position due to contact with the guide wheel 22 is obtained (S3). The planned traveling speed of the vehicle at each position can be known from the operation plan of the vehicle. A specific method for obtaining the excitation frequency f ₁ will also be described later.

Finally, the first structural specification described above avoids resonance due to the fact that the excitation frequency f ₁ and the natural frequency f ₂ at the position approximate each position in the direction in which the guide rail 30 extends. Change to structural specifications. For example, as shown in FIG. 6, the interval s in the first structural specification of the rail support member 40 is changed to an interval (s + a) obtained by adding a predetermined step width a to the interval s. At this time, a> 0.

  This completes the guide rail facility design process. During the above design process, the natural frequency calculation process (S2), the excitation frequency calculation process (S3), and the specification change process (S4) are all executed by the design support apparatus.

  Next, the design support apparatus for the guide rail facility according to the present embodiment will be described with reference to FIG.

  The design support device 60 is a computer. The computer includes a computer main body 61, a display device 71, and an input device 72 such as a keyboard and a mouse.

  The computer main body 61 includes a CPU 62 that executes various calculations, a ROM 63 that stores various data in advance, a RAM 64 that serves as a work area of the CPU 62, a hard disk drive device 65 that is an external storage device, a display device 71, and an input device. An IO interface 66 to which the apparatus 72 is connected, a disk medium recording / reproducing apparatus 67 for recording / reproducing data to / from a disk storage medium 74 such as a CD or DVD, and an external apparatus via the Internet 75 or the like. Communication device 68.

  The hard disk drive 65 stores a design support program 65h in advance. The design support program 65h may be acquired from the disk storage medium 74 in which the design support program 65h is recorded, or may be acquired from the outside via the communication device 68.

  The hard disk drive device 65 further includes a first structural specification 65a, an external force condition 65b for the guide rail facility, and a guide rail facility for the guide rail facility, which are determined in the first structural specification setting step (S1). The strength condition 65c, the support constant 65d, the guide wheel interval 65e, the vehicle operation plan 65f, and the second structural specification 65g determined in the specification changing step (S4) are sequentially stored. Details of these data stored in the hard disk drive device 65 will be described later.

  The CPU 62 functionally includes a data acquisition unit 62a that acquires data necessary to determine the second structural specification, a natural frequency calculation unit 62b that calculates the natural frequency of the guide rail 30, and the start of the guide rail 30. An excitation frequency calculating unit 62c for obtaining an oscillation frequency, a specification changing unit 62d for changing the first structural specification to determine the second structural specification, and a specification output unit 62e for outputting the second structural specification and the like. Yes. Each of these functional units 62 a to 62 e functions when the CPU 62 executes the design support program 65 h stored in the hard disk drive device 65.

  Next, the operation of the design support apparatus 60 will be described according to the flowchart shown in FIG.

  First, the data acquisition unit 62a of the design support apparatus 60 acquires data necessary for determining the second structural specification (S10). The data acquisition unit 62a causes the display device 71 to display data types that a designer or the like who handles the design support device 60 must input, and prompts the designer or the like to input data. When the designer or the like sees this display and inputs all the data from any of the disk medium recording / reproducing device 67, the input device 72, the communication device 68, etc., the data acquisition unit 62a sends these data to the hard disk drive device 65. To store.

Specifically, the data acquisition unit 62a includes, as the first structural specification 65a, for example, the total length of the guide rail 30 (≈the total length of the travel path) L, the interval s of the rail support member 40, the Young's modulus E of the guide rail 30, the guidance The density ρ of the rail 30, the cross-sectional area A of the guide rail 30, the cross-sectional secondary moment I of the guide rail 30, etc. are acquired and stored in the hard disk drive device 65. Further, the data acquisition unit 62a acquires the maximum impact load applied to the guide rail 30 as the external force condition 65b, acquires the allowable deflection amount of the guide rail 30 as the strength condition, and stores these in the hard disk drive device 65. To do. Further, the data acquisition unit 62 a acquires the support constant 65 d of the guide rail 30 for each specification of the rail support material and the minimum interval 65 e of the guide wheels 22 and stores them in the hard disk drive device 65. This support constant is a constant included in (Equation 1) described later used when determining the primary natural frequency f ₂ of the guide rail 30. Further, the minimum interval 65e of the guide wheels 22 is the dimension of the minimum interval B of the guide wheels 22 in the traveling direction of the vehicle, as shown in FIG. Further, the data acquisition unit 62 a acquires the operation plan 65 f and stores it in the hard disk drive device 65.

  As shown in FIG. 13, the support constant 65d stored in the hard disk drive 65 is data acquired in a table format indicating the support constant λ of the rail support member of the specification number for each specification number of the rail support member 40. It is. Therefore, hereinafter, the support constant 65d stored in the hard disk drive device 65 is referred to as a support constant table.

  When obtaining the natural frequency of the guide rail 30, the support constant λ of the guide rail 30 is used as described above. This support constant λ varies depending on the specifications of the rail support material. For this reason, in step S10, the data acquisition unit 62a acquires the support constant table 65d, which is the data of the support constant λ of the guide rail 30 for each specification number of the rail support material, and stores it in the hard disk drive device 65. is doing.

  In the support constant table 65d shown in FIG. 13, the specification with the specification number “1” is the specification of the rail support member 40 described with reference to FIGS. 4 and 5, that is, the specification determined in the first structure specification. is there.

  The specification with the specification number “2” is the specification of the rail support member 40a shown in FIG. The rail support member 40a of the specification 2 is obtained by adding a back rib (reinforcing member) 57 to the rail support member 40 of the specification 1. This back rib 57 is arranged at the corner between the flange surface 42 c of the post 41 of the rail support member 40 of the specification 1 and the base plate 55.

  The specification with the specification number “3” is the specification of the rail support member 40b shown in FIG. The rail support member 40b of specification 3 is obtained by adding a pair of side ribs (reinforcing members) 58 to the rail support member 40 of specification 1. The pair of side ribs 58 are arranged at the corners of the flange end side of the post 41 of the rail support member 40 of the specification 1 and the base plate 55.

  The specification with the specification number “4” is the specification of the rail support member 40c shown in FIG. The rail support member 40c of the specification 4 is obtained by adding a reinforcing plate (reinforcing member) 59 to the rail support member 40 of the specification 1. The reinforcing plate 59 is disposed between the mounting flange 42 a of the post 41 of the rail support member 40 of the specification 1 and the rail support plate 45.

  The specification with the specification number “5” is obtained by adding the back rib 57 shown in FIG. 15 and the side rib 58 shown in FIG. 16 to the rail support material 40 of the specification 1, that is, the specification 2 and the specification 3 are combined. It is a thing.

  The specification with the specification number “6” is obtained by adding the back rib 57 shown in FIG. 15 and the reinforcing plate 59 shown in FIG. 17 to the rail support member 40 of specification 1, that is, combining the specifications 2 and 4 It is a thing.

  The specification with the specification number “7” is a combination of the rail support member 40 of the specification 1 with the side rib 58 shown in FIG. 16 and the reinforcing plate 59 shown in FIG. 17 added, that is, the specification 3 and the specification 4 are combined. It is a thing.

  The specification with the specification number “8” is obtained by adding the back rib 57 shown in FIG. 15, the side rib 58 shown in FIG. 16, and the reinforcing plate 59 shown in FIG. Specification 2, specification 3, and specification 4 are combined.

  In the support constant table 65d shown in FIG. 13, the support constant λ corresponding to each of the above specifications 1 to 8 is associated with each other. In addition to the above, the method for changing the specification of the rail support member 40 includes various methods such as changing the mold forming the post 41, changing the number of anchor bolts 56, and the specification other than those described above may be used. Further, the specifications of the rail support material are not limited to eight, and any number of specifications may be included in the support constant table.

  The operation plan 65f acquired in step S10 is information indicating the planned travel speed V at each position on the entire travel path of the vehicle, as shown in FIG.

Next, using the following equation (1) the natural frequency calculating unit 62b, obtains a first-order natural frequency f ₂ of the guide rail 30 defined by the first structural specifications (S11).

  Here, s: mutual distance between rail support materials, λ: support constant, E: Young's modulus of guide rail, I: secondary moment of inertia of guide rail, ρ: density of guide rail, A: cross-sectional area of guide rail .

These data are all the data obtained in step S10 described above. However, the mutual spacing s between the rail support members is a value in the first structural specification, and the support constant λ is also the specification of the rail support member defined in the first structural specification, in the support constant table 65d (FIG. 13). It is a value (λ ₁ ) with respect to the specification 1 of the rail support material. Moreover, the spacing of the railway support in the first structural specifications, since a spacing s over the roadway whole line, the first-order natural primary natural frequency f ₂ of the guide rail 30 in the first structure specification, over the roadway whole line Is constant.

Next, the excitation frequency calculation unit 62c sets the support material number n of the rail support material that is the starting point in the entire travel path to 0 (S12), and then adds 1 to the support material number n to newly add this. Support material number (S13). Then, the excitation frequency calculating unit 62c calculates the excitation frequency f ₁ of the guide rail 30 between the first (n-1) th of the railway support and rail supporting member of the n-th (S14).

  At this time, the excitation frequency calculation unit 62c is the total value of the interval s between the adjacent rail support members from the support material number 0 to the support material number (n-1), that is, from the starting point in the entire travel path. While calculating | requiring the distance to the rail support material of support material number (n-1), it is the total value of the mutual space | interval s of the adjacent rail support materials from the support material number 0 to the support material number n, ie, a travel path. The distance from the starting point in the whole line to the rail support material of the support material number n is obtained. And the position of the rail support material of the support material number (n-1) and the position of the rail support material of the support material number n are determined, and with reference to the operation plan 65f shown in FIG. The traveling speed V is obtained.

Next, the vibration frequency calculating unit 62c includes the maximum traveling speed V between the rail support material of the support material number (n-1) and the rail support material of the support material number n and the guide wheels 22 in the vehicle traveling direction. And the minimum frequency B (see FIG. 6) is used to calculate the excitation frequency f ₁ by the guide wheel 22 related to the guide rail 30 during the following (Equation 2).

As shown in (Equation 2), the excitation frequency f ₁ is proportional to the traveling speed V with (1 / B) as a proportional constant. Therefore, the excitation frequency f ₁ at each position on the entire travel path is 11, the traveling speed V at each position on the traveling speed line of the operation plan (FIG. 10) is multiplied by (1 / B). The primary natural frequency f ₂ of the guide rail 30, as shown in equation (1) will vary depending on the specifications or the like of the mutual spacing s and rail support 40 of the rail support material, in the first structural specifications, As described above, since the mutual spacing s of the rail support members, the specifications of the rail support members, and the like are the same in the entire travel path, the primary natural frequency f ₂ is constant in the entire travel path as shown in FIG. It is.

Next, specification changing unit 62d is the primary natural frequency f ₂ obtained in step S11 is the excitation frequency f ₁ frequency plus alpha to (f 1 ₊ alpha) obtained in step S14 is determined greater than or not (S15). Here, the α is no risk that resonates with the primary natural frequency f ₂ and excitation frequency f ₁ is the value of the difference between the primary natural frequency f ₂ and excitation frequency f _1.

Specification changing unit 62d, the primary when natural frequency f ₂ is determined to be greater than the frequency (f 1 ₊ α), the spacing s between the rail support and the rail support material of the support number n of the support number (n-1) A is added to this to make a new interval s (S16).

That is, the specification changing unit 62d, in FIG. 11, the mutual distance s of the rail support in the primary natural frequency f ₂ is the frequency (f 1 ₊ α) is greater than the area A, define a new interval.

  And the specification change part 62d calculates | requires bending (delta) when the guide rail 30 receives the maximum impact load P concerning the guide rail 30 as external force conditions using the following (Formula 3) (S17).

  Here, k is a constant.

Next, the specification changing unit 62d determines whether or not the bending δ obtained in step S17 is smaller than the allowable bending δ ₀ as the strength condition (S18). If the bend δ is not smaller than the allowable bend δ ₀ , that is, if the bend δ is greater than or equal to the allowable bend δ ₀ , the process proceeds to step S 29, assuming that the new interval s set in step S 16 cannot be adopted.

When the deflection δ is smaller than the allowable deflection δ ₀ , the specification changing unit 62d causes the natural frequency calculating unit 62b to calculate the primary natural frequency f ₂ of the guide rail 30 according to the above (Equation 1) (S19). ). At this time, the guide rail 30 which is a calculation target of the primary natural frequency f ₂ is a guide rail 30 between the rail support material of the support number (n-1) and the rail supporting member of the support number n. Further, the support constant λ determined by the specification of the rail support material is the same value as λ used when the primary natural frequency f ₂ is calculated in step S11, and corresponds to the specification 1 of the rail support material in the first structural specification. Value (λ ₁ ). Moreover, the mutual space | interval s of a rail support material is the new space | interval s set by step S16.

Next, specification changing unit 62d is whether new or primary natural frequency f ₂ determined frequencies greater than plus alpha to excitation frequency f ₁ determined in step S14 (f 1 ₊ α) at step S19 Judgment is made (S20). When the primary natural frequency f ₂ is not greater than the frequency (f ₁ + α), that is, when the primary natural frequency f ₂ is equal to or less than the frequency (f ₁ + α), the new interval s set in step S16 is adopted. The process proceeds to step S29.

On the other hand, when the primary natural frequency f ₂ is larger than the frequency (f ₁ + α), the specification changing unit 62d stores the new interval s as a part of the second structural specification in the hard disk drive device 65 (S21).

  The interval s stored here is stored in the structural specification table 69 stored as a part of the second structural specification 65g in the hard disk drive device 65. As shown in FIG. 14, the structural specification table 69 includes a support material number area 69a in which the support material number of each rail support material is stored, and a specification number in which the specification number of the rail support material of the support material number is stored. The space | interval area | region where the space | interval of the area | region 69b, the rail support material of the said support number n, and the rail support material of support number (n-1), in other words, the length of the guide rail 30 between these both track support materials is stored. 69c.

  The structural specification table 69 is created by the data acquisition unit 62a when the data acquisition unit 62a acquires various data in step S10. At this time, 1, 2, 3,..., J are stored in the support material number area 69a, and all of the specification number areas 69b are “1” which is the specification number of the rail support material 40 in the first structural specification. Is stored, and the interval area 69c stores the interval s between the rail support members 40 in the first structural specification.

  In step S21, the specification changing unit 62d updates the interval for the support material number n determined in step S13 in the structural specification table 69 to the new interval s set in step S16.

When the specification changing unit 62d stores the new interval s (S21), the specification changing unit 62d returns to step S16 and further sets a new interval. Hereinafter, the specification changing unit 62d determines in step S18 that the obtained deflection δ is not smaller than the allowable deflection δ ₀ , or in step S20, the newly obtained primary natural frequency f ₂ is a frequency (f ₁ + α). Until it judges that it is not larger, the process of step S16-step S21 is repeated and the mutual space | interval of a rail support material is expanded.

As described above, the specification changing unit 62d determines in step S18 that the obtained deflection δ is not smaller than the allowable deflection δ ₀ , that is, the obtained deflection δ is equal to or larger than the allowable deflection δ _0, or in step S20. If it is determined that the newly obtained primary natural frequency f ₂ is not greater than the frequency (f ₁ + α), that is, the primary natural frequency f ₂ is equal to or lower than the frequency (f ₁ + α), the process proceeds to step S29. In step S29, the specification changing unit 62d refers to the structural specification table 69 (FIG. 14), sums up the intervals s from the support material number 0 to the support material number n determined in step S13, and calculates the total value. It is determined whether or not Σs is greater than or equal to the total length L of the travel path.

  When the specification change unit 62d determines that the total value Σs is equal to or greater than the total length L of the travel path, the mutual interval of the rail support members and the specification of the rail support materials over the entire travel path are determined, and a series of processes is performed. finish. On the other hand, if the specification changing unit 62d determines that the total value Σs is not equal to or greater than the travel path total length L, that is, the total value Σs is less than the travel path total length L, the process returns to step S13.

After returning to the step S13, through steps S14, specification changing unit 62d is, in step S15, the primary natural frequency _{f 2} determined not greater than the frequency _{(f 1} + alpha) in step S11, i.e. primary natural frequency f _If it is determined that ₂ is equal to or lower than the frequency (f ₁ + α), the process proceeds to step S25.

In step S25, the specification changing unit 62d uses the following (Equation 4), and the target natural frequency f at which the amplitude magnification (Md) is less than ₁ in relation to the excitation frequency f1 obtained in step S14. _2t is calculated.

Here, ν is the frequency ratio (f _2t / f ₁ ), and ζ is the damping ratio of the guide rail.

As shown in FIG. 19, the amplitude magnification is when the frequency ratio (f ₂ / f ₁ ) is 1, that is, when the excitation frequency f ₁ and the natural frequency f ₂ coincide with each other and a resonance phenomenon occurs. Shows the maximum value (1 / 2ζ). Further, the amplitude magnification gradually increases from 1 toward the maximum value (1 / 2ζ) when the frequency ratio is less than 1, and from the maximum value (1 / 2ζ) to 0 when the frequency ratio is greater than 1. Toward, it becomes gradually smaller.

In the present embodiment, from (Equation 4), the resonance phenomenon between the oscillation frequency f ₁ and the natural frequency f ₂ is surely avoided, and the amplitude of the guide rail 30 becomes smaller with respect to an external load. The frequency ratio (f ₂ / f ₁ ) at which the amplitude magnification (χ / χ _st ) is less than ₁ is obtained, and the target natural frequency is obtained by multiplying this frequency ratio by the excitation frequency f ₁ obtained in step S14. f _2t is calculated.

Specification changing unit 62d then determines the specifications of the railway support the primary natural frequency _{f 2} of the guide rail 30 is greater than the target natural frequency _{f 2t} (S26). In this case, specification changing unit 62d first determines the value of the support constant λ when (number 1) using a natural frequency f ₂ is the target natural frequency f _2t determined in step S25. And the specification change part 62d specifies the specification number of the rail support material corresponding to a larger support constant than the calculated | required support constant (lambda) by the support constant table 65d shown in FIG.

That is, the specification changing unit 62d, in FIG. 11, the primary natural frequency f ₂ defines the new specifications of the railway support frequency (f 1 ₊ α) in the following areas B.

  Next, the specification changing unit 62d stores the specification number of the rail support material determined in Step S26 in the hard disk drive device 65 as a part of the second structural specification (S27), and proceeds to Step S29 described above. At this time, the specification changing unit 62d sets the specification number of the region for the support material number n determined in step S13 in the specification number region 69b of the structural specification table 69 shown in FIG. 14 to the rail support material determined in step S26. Update to specification number.

  When the new specification number of the rail support member is stored in the hard disk drive device 65, the specification changing unit 62d proceeds to the above-described step S29, and as described above, is the total value Σs of the intervals s greater than or equal to the total length L of the travel path? If the total value Σs is determined to be greater than or equal to the total length L of the travel path, the mutual distance between the rail support members and the specifications of the rail support materials over the entire travel path are determined. End the process.

  This completes the design of the guide rail facility. Of the steps S executed by the design support apparatus 60 described above, step S11 is the natural frequency calculation step (S2) in FIG. 8, and steps S12 to S14 are the excitation frequency calculation steps (S3). Steps S15 to S29 are the specification changing step (S4).

  When the designer or the like instructs the specification output unit 62e of the design support device 60 to output the specification, the specification output unit 62e reads out the second structural specification 65g stored in the hard disk drive device 65, and outputs it. Output to an output device such as the display device 71.

  At the construction stage, the guide rail equipment is installed along the target travel path according to the second structural specification.

As described above, in the present embodiment, as shown in FIG. 12, the natural frequency f ₂ of the guide rail 30 determined by the first structural specification is a frequency (f _{1) obtained} by adding α to the excitation frequency f ₁ determined by the planned traveling speed. + Α), that is, within the region A in the figure, within the range where the strength condition of the guide rail 30 is satisfied and the natural frequency f ₂ does not fall below the frequency (f ₁ + α). The mutual interval is expanded to (s + a) and (s + 2a), for example. In addition, in the same figure, although it is in A area | region, the area | region Am where the mutual space | interval of a rail support material is still s of 1st structure specification, when the mutual space | interval of the rail support material 40 is set to (s + a). This is a region (interval maintaining region) in which the natural frequency f ₂ becomes lower than the frequency (f ₁ + α). On the other hand, in the region A, the region Aex in which the distance between the rail support members 40 is wide can maintain a state where the natural frequency f ₂ is higher than the frequency (f ₁ + α) even if the space between the rail support members 40 is widened. This is a region (interval enlarged region).

On the other hand, in the present embodiment, the natural frequency f ₂ of the guide rail 30 determined by the first structural specification is not higher than the above-described frequency (f ₁ + α), that is, in the B region (interval maintaining region) in FIG. For example, the specification of the rail support material is changed to the specification 5 so that the natural frequency f ₂ rises to a frequency that does not resonate with the excitation frequency f ₁ without changing the interval s between the rail support materials. The rail support material is reinforced, in other words, the rigidity of the rail support material is increased.

  Therefore, in this embodiment, while satisfying the strength condition of the guide rail 30 and avoiding the resonance phenomenon of the guide rail 30, the amount of the rail support material as the entire equipment can be reduced, and the material cost of the rail support material can be reduced. Construction costs can be reduced.

  In addition, this invention is not limited to embodiment described above, For example, you may deform | transform as follows.

  In the above embodiment, in order to change the natural frequency of the guide rail 30 in step 26 of FIG. 9, the specification of the rail support material was changed. For example, as shown in FIG. It is also possible to increase the rigidity of the guide rail 30 by, for example, reinforcing the guide rail 30 by joining a reinforcing material 35 such as the above, and to change the natural frequency of the guide rail 30.

In the above embodiments, at step S15 in FIG. 9, if the natural frequency f ₂ of the guide rail 30 defined by the first structure specification, is determined to be higher than the frequency (f 1 _(excitation frequency) + alpha) Then, after determining a new interval s, a natural frequency f ₂ based on the new interval s is calculated, and when the natural frequency f ₂ is higher than the frequency (f ₁ (excitation frequency) + α), The interval of one structural specification is updated to a new interval s. However, in the present invention, in the step S15 of FIG. 9, the natural frequency f ₂ of the guide rail 30 defined by the first structure specification, is determined to be higher than the frequency (f 1 _(excitation frequency) + alpha), ( The natural frequency at which the amplitude magnification (χ / χ _st ) shown in Equation 4) is less than 1 is determined, a new interval s that becomes this natural frequency is obtained, and the interval of the first structural specification is set as the new interval s. May be updated.

In the above embodiments, at step S15 in FIG. 9, the natural frequency f ₂ of the guide rail 30 defined by the first structure specification, is determined to be equal to or less than the frequency (f 1 _(excitation frequency) + alpha) If, calculates a target natural frequency f _2t at step S25, characteristic frequency ₂ is a specification of the railway support be greater than the target natural frequency _2t to the new specification. However, in the present invention, one of the specification numbers (excluding specification 1) is extracted from the specification numbers of the rail support member 40 stored in the support constant table shown in FIG. If the natural frequency f ₂ determined by the support constant λ is higher than the frequency (f ₁ (vibration frequency) + α), the specification with this specification number may be a new specification for the rail support material.

  In the above embodiment, the distance between the rail support members is set and evaluated with the total length L of the traveling path as a comparison target. For example, when there is a specific restriction on the setting position of the rail support material, such as when the road has a large curve or when the installation location of the rail support material is restricted due to site conditions, the total length of the travel path is specified. Instead, the specification may be set for each specific rail support material interval.

Furthermore, in the above embodiments, at step S15 in FIG. 9, the natural frequency f ₂ of the guide rail 30 defined by the first structure specification, is determined to be equal to or less than the frequency (f 1 _(excitation frequency) + alpha) In this case, the specification of the rail support member 40 is changed without changing the interval s between the rail support members. However, in this invention, the mutual space | interval s of a rail support material is expanded within the range which satisfy | fills the intensity | strength conditions of a guide rail 30 until the natural frequency of the guide rail 30 becomes a frequency which does not resonate with an oscillation frequency reliably. Also good.

  Further, in the design support device 60 of the above embodiment, the first structural specification setting step (S1) shown in FIG. 8 is not executed, but in the present invention, the first structural specification setting step (S1) is also designed as a design support. The apparatus 60 may be executed.

  1: vehicle body, 3: traveling tire, 5: axle, 10: suspension device, 20: steering guide device, 22: guide wheel, 30: guide rail, 40: rail support material, 60: design support device, 62: CPU, 62a: data acquisition unit, 62b: natural frequency calculation unit, 62c: excitation frequency calculation unit, 62d: specification change unit, 62e: specification output unit, 65: hard disk drive device, 65a: first structural specification, 65b: external force Condition, 65c: strength condition, 65d: support constant (support constant table), 65f: operation plan, 65g: second structural specification, 65h: design support program, 69: structural specification table

Claims (14)

In a design method of a guide rail facility comprising a guide rail with which a guide wheel of a rail-type vehicle contacts, and a plurality of rail support members that support the guide rail,
A first structural specification setting step for determining a first structural specification of the guide rail facility that satisfies a predetermined strength condition using an external force condition for the guide rail facility;
A natural frequency calculating step for obtaining a natural frequency of the guide rail determined by the first structural specification;
An excitation frequency calculation step for obtaining an excitation frequency of the guide rail at each position by contact with the guide wheel, using a planned traveling speed of the rail-type vehicle at each position in a direction in which the guide rail extends, and
Within the range that satisfies the strength condition, the first structural specification is changed to a second structural specification that avoids resonance due to the fact that the excitation frequency and the natural frequency at the position approximate each position. Specification change process,
A method for designing a guide rail facility, characterized in that In the design method of the guide rail equipment according to claim 1,
In the specification changing step, among the plurality of positions in the direction in which the guide rail extends, for the position where the natural frequency of the guide rail is higher than the excitation frequency, the natural frequency is the excitation frequency. Change to the second structural specification that lowers the natural frequency of the guide rail at the position within a range not lower than the frequency,
A design method of a guide rail facility characterized by that. In the design method of the guide rail equipment according to claim 1 or 2,
In the specification changing step, among the plurality of positions in the direction in which the guide rail extends, with respect to a position where the natural frequency of the guide rail is equal to or lower than the excitation frequency, the natural frequency at the position is set. Change to the second structural specification to be higher than the excitation frequency at the position,
A design method of a guide rail facility characterized by that. In the design method of the guide rail installation as described in any one of Claim 1 to 3,
In the specification changing step, at least one of the mutual spacing of the rail support members, the rigidity of the rail support materials, and the rigidity of the guide rail is changed, and the natural frequency of the guide rail is changed. ,
A design method of a guide rail facility characterized by that. In the design method of the guide rail equipment according to claim 4,
In the specification changing step, among the plurality of positions in the direction in which the guide rail extends, with respect to a position where the natural frequency of the guide rail is higher than the excitation frequency, the natural frequency is the excitation frequency. In the range that does not become the following, change to the second structural specification to widen the mutual spacing of the rail support material,
A design method of a guide rail facility characterized by that. In the design method of the guide rail equipment according to claim 5,
In the specification changing step, when the mutual interval between the rail support members is widened, it is determined whether or not the strength condition is satisfied with the widened mutual interval, and when it is determined that the strength condition is satisfied, Including the expanded mutual spacing in one of the second structural specifications;
A design method of a guide rail facility characterized by that. In the design method of the guide rail equipment according to claim 4,
In the specification changing step, among the plurality of positions in the direction in which the guide rail extends, the rigidity of the rail support member and the guide rail are determined with respect to a position where the natural frequency of the guide rail is equal to or lower than the excitation frequency. The at least one of the rigidity and the natural frequency at the position is changed to the second structural specification to be higher than the excitation frequency at the position,
A design method of a guide rail facility characterized by that. A design process for determining the second structural specification in the design method of the guide rail facility according to any one of claims 1 to 7,
In the second structural specification determined in the design process, a construction process for installing the guide rail facility along a target traveling path;
The construction method of the guide rail equipment characterized by performing this. In a design support program for a guide rail facility comprising a guide rail with which a guide wheel of a rail-type vehicle contacts, and a plurality of rail support members that support the guide rail,
A first structural specification of the guide rail facility that satisfies a predetermined strength condition with respect to an external force condition for the guide rail facility is acquired, and the first structural specification is stored in a storage device of a computer together with the strength condition. A structural specification acquisition step;
A traveling speed receiving step of receiving a planned traveling speed of the rail-type vehicle at each position in a direction in which the guide rail extends, and storing it in the storage device;
A natural frequency calculating step for obtaining a natural frequency of the guide rail determined by the first structural specification;
An excitation frequency calculation step for obtaining an excitation frequency of the guide rail at each position by contact of the guide wheel, using the planned traveling speed at each position received at the traveling speed reception step;
Within the range satisfying the intensity condition stored in the storage device, the first structural specification is resonated by approximating the excitation frequency and the natural frequency at the position for each position. Changing to a second structural specification to be avoided, and storing the second structural specification in the storage device; and
A program for supporting the design of guide rail equipment, characterized in that the computer is executed. In a guide rail facility comprising a guide rail with which a guide wheel of a rail-type vehicle contacts, and a plurality of rail support members that are arranged along the guide rail and support the guide rail,
The excitation frequency of the guide rail at each position due to the contact of the guide wheel determined by the planned traveling speed of the rail-type vehicle at each position in the extending direction of the guide rail is unique to the guide rail at any position. Lower than the frequency,
In the direction in which the guide rail extends, an interval maintaining region in which the mutual interval between the two adjacent rail support members is the same as a predetermined initial setting interval, and the mutual interval is wider than the initial setting interval. There is an enlarged area,
Guide rail equipment characterized by that. In the guide rail equipment according to claim 10,
Rigidity of the rail support material in at least a part of the interval maintaining region is higher than the rigidity of the rail support material in the interval expansion region,
Guide rail equipment characterized by that. In the guide rail equipment according to claim 11,
The rail support material in the interval expansion region is configured by joining a plurality of members,
The rail support material in at least a part of the space maintaining region includes the plurality of members constituting the rail support material in the space expansion region and any two members of the plurality of members. A reinforcing member for reinforcing the joint portion of
Guide rail equipment characterized by that. In the guide rail equipment according to any one of claims 10 to 12,
The rigidity of the guide rail in at least a part of the interval maintaining region is higher than the rigidity of the guide rail in the interval expansion region.
Guide rail equipment characterized by that. In the guide rail equipment according to any one of claims 10 to 13,
In the interval expansion region, there are a plurality of intervals wider than the initially set interval as the interval between the two adjacent rail support members,
Guide rail equipment characterized by that.

Images