JPS5833321B2 - vehicle track - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle track having an improved girder structure for use in normal conductive magnetic levitation vehicles, moles, and the like.

The track girder on which normal conductive magnetic levitation vehicles and mole cars run,
They are usually connected by riding on piers placed a certain distance apart.

When a vehicle travels on this track girder, vibration occurs due to the discontinuity of the track girder displacement that occurs each time the vehicle passes a joint point of the girder, and a resonance phenomenon occurs due to the high frequency vibration of the normally conductive magnetically levitated vehicle.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle track capable of reducing vibrations exerted on running vehicles and escaping resonance vibrations caused by high-frequency vibrations.

The present invention will be described below with reference to embodiments shown in the drawings.

First, before explaining the vehicle track of the present invention, a normal conductive magnetically levitated vehicle will be explained with reference to FIG. 1 as an example of a vehicle running on this track.

In FIG. 1, a car body 1 is connected to a bogie 3 via air springs 2, 2.
It is posted on.

The vehicle body 1 and the truck 3 are configured to run on a beam 6 placed on a pier 4 perpendicular to the ground via a girder 5.

For this purpose, the trolley 3 is provided with a primary side 7 of a linear motor, and the beam 6 is provided with a secondary plate 9.

Further, a guide electromagnet 10 and a levitation electromagnet 11 are provided on the side and lower portions of the truck 3, respectively, and in opposition thereto, a guide rail 12 and a levitation rail 13 are provided on the side and lower portions of the beam 6, respectively.

The normally conductive magnetic levitation vehicle configured in this way has a levitation magnet 1
1 and the rail 13, is guided by the guiding electromagnet 10 and the rail 12, and travels on the beam 6 by the action of the linear motor downstream side 7 and the secondary plate 9.

The present invention is characterized by a vehicle track composed of these piers 4, girders 5, and beams 6, and will be described with reference to an embodiment shown in FIG.

The vehicle track of the present invention is roughly divided into a combination of a pier 15, a lower girder 16, and an upper girder 17 serving as a track girder.

The piers 15a, 15b, and 15c are stood upright on the ground at predetermined intervals, and two lower girders 16a, 16b, and 16c each having a length corresponding to the spacing between the piers are placed above them.
It is mounted on two supporting points 18a and 18b.

Furthermore, the entire structure is constructed by placing track girders 17a, 17b, and 17c on the lower girders 16a, 16b, and 16c via two supporting points 19a and 19b provided approximately in the center.

The amount of deflection when a vehicle as shown in FIG. 1 runs on a vehicle track according to the present invention constructed as shown in FIG. 2 and is subjected to a load is calculated as follows.

Figure 3 is a diagrammatic representation of the pier 15b1 lower girders 16b, 16C and upper girder 17b in Figure 2.
Deflection δ1 that occurs in girder 17b when load W is applied to b
is the displacement δ when the moving load W is at the fulcrum 19b or 19a, that is, when l,=O or l,=1.

When calculated, it is obtained from equation (6), and it can be seen that the deflection at the load point W is about 91 degrees of the deflection at the fulcrums 19b and 19a or the center point of the upper girder 17b.

Furthermore, in order to characterize the effects of the vehicle track according to the present invention, the locus of deflection due to the vehicle load on the conventional track shown in FIG. 4 will be explained.

The figure shows a case where one girder 20 is supported by a fulcrum 21 on a pier.

When the load W is applied to the girder 20, the vehicle is subjected to a large displacement in the vertical direction along a trajectory as shown by the shaded area X.

On the other hand, in the track according to the present invention, as shown in FIG. 5, the deflection due to the load W of the upper girder 17b and the lower girder 16b, 16a is combined, and when the girder moves under the load W, the deflection of the girder The vehicle travels along the waveform locus shown in the shaded area X.

As a result, not only the vibration to the running vehicle is reduced, but also the spring constant of the track is almost the same at any position on the track.

Therefore, even in the case of a vehicle such as the normally conductive magnetic levitation vehicle shown in FIG. 1, in which the vehicle levitation blade is basically vibrated at the same wave number due to current ripple, resonance vibration can be easily avoided.

In the embodiment shown in FIG. 6, each of the upper girders 17a, 17b*17c connects to the lower girder 16b via fulcrums 18a, 18b.

16c and each pier 15a.

A spring 22at22b*22C is provided between 15b and 15c.

In this example, upper digits 17 a p 17 b
.

Since the structure is such that 17c is directly mounted on each peer 15a, 1sb, 15c via springs 22a, 22b, 22c, the upper girder 17a s 17b t 17c
is designed so that the composite spring constant of the stiffness of the girder itself and the springs 22a, 22b, and 22c is approximately twice that of the lower girder 16a, 16b p16c.

Therefore, upper digit 17 a t 17 b t 17 c
(Example shown in Figure 2) Since the structure can be made with lower rigidity, the form of deformation due to the load on the track can be made slightly different, and the change in deflection due to the movement of the load point can be made smaller. It is.

The embodiment shown in FIG. 7 shows an example of the specific structure of the upper girder 17 and the lower girder 16. The upper girder 17 has a structure that opens downward, and the lower girder 16 is inserted therein to make it compact. The overall height of the girder was reduced.

A support point 19 between the upper girder 17 and the lower girder 16 is provided between the extension portion 16' of the bottom plate of the lower girder 16 to support the upper girder 17.

The embodiment shown in FIG. 8 shows the constructional relationship between the girder structure shown in FIG. 7 and the pier 15.

Furthermore, in the embodiments shown in FIGS. 7 and 8, since the upper girder 17 is opened downward, it is thought that deformation on the cross-sectional side is weak when receiving lateral force from side wheels such as a mole rail.

Therefore, if necessary, it may be possible to prevent cross-sectional shape deformation by drilling holes in the side plates of the lower spar 16 and partially connecting the left and right side plates of the upper spar 17 with a binding material through these holes.

As described above, according to the present invention, the lower girder is a combination of the lower girder supported by a pier standing upright on the ground and the upper girder serving as a track girder for the vehicle, and the support point of the upper girder and the lower girder is connected to the lower girder and the pier. By setting it at a position offset from the support point of the upper girder, no matter where the vehicle load that acts on the upper girder is applied when the vehicle is running,
The total deflection of the track becomes almost uniform, making it possible to effectively reduce the excitation to traveling vehicles, and it is easy to use even in the case of vehicles that have fundamental frequency excitation on the vehicle levitation blade due to current ripples, such as normal conductive magnetic levitation vehicles. It is possible to avoid resonance vibrations and obtain a safe vehicle track for vehicle travel.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment of a vehicle running on a vehicle track according to the present invention using a normal conductive magnetic levitation vehicle; FIG. 2 is a structural diagram showing an embodiment of a vehicle track according to the present invention; Figure 3 is an explanatory diagram for explaining the deflection due to the load of the vehicle track, and Figure 4
The figure is an explanatory diagram showing the trajectory of deflection due to the load on a general track, FIG. 5 is an explanatory diagram showing the trajectory of deflection due to the vehicle load of the vehicle track according to the present invention in FIG. 3, and FIG. FIG. 7 is a block diagram showing one embodiment of the specific structure of the vehicle track according to the present invention. FIG. 8 is a block diagram showing another embodiment of the vehicle track according to the present invention. FIG. 2 is an overall configuration diagram of a trajectory. 1...car body, 3...bogie, 152...
...Pier, 16...Lower digit, 17...
Upper girder (orbit girder), 18, 19...Support point, 22
...Strong support device.

Claims (1)

[Claims] 1. Consisting of a combination of a lower girder supported by a pier standing upright on the ground and an upper girder serving as a track girder for a vehicle, the support point of the upper girder and lower girder is supported by the lower girder and the pier. The support point of the upper girder is set at the center of the lower girder supported by the pier, and the bending rigidity of the upper girder is equal to the bending rigidity of the lower girder. A combination of a lower girder supported by a pier perpendicular to the ground and an upper girder serving as a vehicle track girder according to claim 1, characterized in that the rail girder is approximately twice as large as the track girder of the vehicle. The supporting point of the upper girder and the lower girder is set at a position shifted from the supporting point of the lower girder and the pier, and the upper girder is supported in parallel by an elastic support device provided on the pier. Tracks for vehicles.