WO2015062537A1 - 空中轨道交通系统以及空中轨道交通立体网络系统 - Google Patents

空中轨道交通系统以及空中轨道交通立体网络系统 Download PDF

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Publication number
WO2015062537A1
WO2015062537A1 PCT/CN2014/089997 CN2014089997W WO2015062537A1 WO 2015062537 A1 WO2015062537 A1 WO 2015062537A1 CN 2014089997 W CN2014089997 W CN 2014089997W WO 2015062537 A1 WO2015062537 A1 WO 2015062537A1
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Prior art keywords
track
rail
air
line
airborne
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PCT/CN2014/089997
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English (en)
French (fr)
Inventor
戴长虹
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戴长虹
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from CN201310524239.4A external-priority patent/CN103523027A/zh
Priority claimed from CN201310524250.0A external-priority patent/CN104590282A/zh
Priority claimed from CN201310524249.8A external-priority patent/CN103523025A/zh
Priority claimed from CN201310524203.6A external-priority patent/CN104590279A/zh
Priority claimed from CN201310524247.9A external-priority patent/CN104590285A/zh
Priority claimed from CN201310524248.3A external-priority patent/CN104590280A/zh
Priority claimed from CN201310524202.1A external-priority patent/CN104590281A/zh
Priority claimed from CN201310524201.7A external-priority patent/CN104590278A/zh
Priority claimed from CN201310524240.7A external-priority patent/CN103523024A/zh
Priority claimed from CN201310524237.5A external-priority patent/CN103523026A/zh
Application filed by 戴长虹 filed Critical 戴长虹
Publication of WO2015062537A1 publication Critical patent/WO2015062537A1/zh

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    • 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

Definitions

  • the invention relates to the technical field of rail transit, in particular to an air rail transit system and an air rail transit stereo network system.
  • the project is huge, the construction period is long, and one line usually needs In 3-5 years, the construction has a great impact on the environment and affects the existing traffic and environment.
  • the track used in the existing rail transit is a linear track, and the track will expand and contract when the temperature changes.
  • the installation is complicated, the cost is high, and there are hidden dangers in extreme weather; once again, urban public transportation is characterized by many stations, short station distance, plus road signal lights.
  • the impact of control and traffic jams has resulted in frequent bus stops and stops, not only because of the length of time, energy consumption, vehicle wear and tear, heavy pollution, but also the passenger comfort.
  • the existing rail transit has far fewer routes than buses and fewer streets.
  • the passenger capacity is larger, the scope of services is larger, which not only causes the congestion of the railcars, but also It increases the difficulty, time and cost of passenger travel and is less flexible to use.
  • the existing rail transit system has difficulties in construction and installation, high construction cost, high energy consumption, high noise, and a bus system.
  • the shortcomings of the control and traffic jam of road signal lights, slow running speed, long waiting time, high energy consumption, heavy pollution, and many traffic accidents it provides a low engineering cost, short construction period, simple structure, energy saving and environmental protection, noise. Small, low operating cost, convenient and comfortable ride, safe, time-saving, timely and reliable air rail transit system.
  • An airborne rail transit system includes a station, a pillar, a track, a railcar, a power supply system, and a control system.
  • the track is erected in the air between two adjacent stations, and the track is a wavy curved track.
  • the track is a continuous track with no seams in between, and the railcar travels along the track by means of the power supply system and the control system.
  • the track consists of a number of tracks of a certain length and curvature that are machined in the factory.
  • the joints of several tracks are directly welded together, and the track welds are smooth and smooth.
  • the station may be located on a peak adjacent to the curved track or on a peak that is not adjacent. This makes it easy to control the distance of the station according to the actual situation.
  • the station can be erected in the air alone or in a building. In this way, the existing buildings can be selected according to the specific location of the station, saving costs.
  • the struts are fixedly and/or slidably coupled to the track, and the slidable connection allows the track to be fixed in the radial direction with a certain degree of sliding in the axial direction. This ensures that the track remains fixed in the radial direction, prevents swaying, and ensures that the track is free to expand and contract with changes in temperature in the axial direction.
  • the track includes a main rail and a sub rail.
  • the main rail plays a major role in the rail system, and bears the weight and operation of the railcar;
  • the sub-track plays an auxiliary role in the rail system, and undertakes the guiding, positioning and protection of the railcar.
  • the track is a single wavy line or a composite wavy curve.
  • there are small waves in the large wavy line segment which facilitates the acceleration and deceleration of the railcar according to the transformation of the dynamic energy.
  • the height difference between the two stations from the high point to the low point between the two stations is generally 0-15 meters, preferably 1-6 meters.
  • the greater the height difference the better the reduction of the power and energy consumption of the railcar, the reduction of operating costs and noise, but will increase the height of the station and column and increase construction investment.
  • the track is mounted directly on the pillars, and the railcar travels above the rails. Driving above the track can make the track not built high and save costs.
  • the air rail transit system further includes a track box, the track is installed in the track box, and the track is erected in the air between the adjacent two stations by the track box, and the rail car is hung under the track box and walks under the track.
  • the rail car hangs under the track box, which can reduce the center of gravity of the rail car and increase the stability.
  • the track is divided into an upper track and a lower track.
  • the air rail transit system further includes a track box.
  • the upper track is installed in the track box and the lower track is mounted on the pillar.
  • the track box is erected in the air between the adjacent two stations by the pillar.
  • the railcar is suspended below the upper rail and supported above the lower rail.
  • the rail car is positioned up and down between the upper and lower rails to ensure the stability and reliability of the driving, and has better shock resistance and safety.
  • the track is divided into two layers, the upper track is directly mounted on the pillar, and the rail car travels above the track; the air rail transit system further includes a track box, and the lower track is installed in the track box, and the track depends on the track box.
  • the pillars are erected in the air between two adjacent stations, and the railcars hang below the railcars and walk under the rails.
  • the upper and lower layers of the track design can make the use of the track more fully and improve the utilization of the space.
  • the air rail transit system has a rail car exchange device at both ends of each track line, that is, an interchange between the up vehicle and the down vehicle is completed.
  • Another technical problem solved by the present invention is to provide a low engineering cost, a short construction period, and a structure for the existing rail transit system, which has fewer lines, less passenger capacity, high cost, and inconvenient ride and transfer. Simple, energy-saving and environmentally friendly, easy to use three-dimensional network system for air rail transit.
  • a three-dimensional network system for airborne rail transit comprising a transverse track line and a longitudinal track line, wherein the transverse track line and the longitudinal track line are interlaced to form a three-dimensional network;
  • the single transverse track line and the longitudinal track line are respectively composed of stations, pillars, tracks, rail cars
  • the power supply system and the control system are composed of the track, which is erected in the air between two adjacent stations, and the track is a wavy curved track.
  • the station is placed at the peak of the track curve, and the track is not connected in the middle. Continuous rails are tracked, and the railcars rely on the power supply system and the control system to walk along the track.
  • the station may be located at any location of the transverse track line and/or longitudinal track line suitable for building a station and facilitating passenger transfer.
  • the station is disposed at an intersection of the lateral track line and the longitudinal track line.
  • the track consists of a number of tracks of a certain length and curvature that are machined in the factory.
  • the joints of several tracks are directly welded together, and the track welds are smooth and smooth.
  • the station may be located on a peak adjacent to the curved track or on a peak that is not adjacent. This makes it easy to control the distance of the station according to the actual situation.
  • the station can be erected in the air alone or in a building. In this way, the existing buildings can be selected according to the specific location of the station, saving costs.
  • the struts of the transverse track line and/or the longitudinal track line are fixed and/or slidably connected to the track, and the sliding connection allows the track to be fixed in the radial direction with a certain degree of sliding in the axial direction. This ensures that the track remains fixed in the radial direction to prevent sloshing; it can be freely stretched in the axial direction with changes in temperature.
  • the station is integrated with the overpass.
  • the pedestrian walks to the intersection, he can get on the bus and cross the road; it is also very convenient when transferring.
  • transverse rail lines and/or longitudinal rails are mounted directly on the pillars, and the railcars travel above the rails. Driving above the track can make the track not built high and save costs.
  • the transverse track line and/or the longitudinal track line further comprises a track box, the track is installed in the track box, the track is erected in the air between the adjacent two stations by the track box, and the rail car is suspended below the track box along the track Walk below.
  • the rail car hangs under the track box, which can reduce the center of gravity of the rail car and increase the stability.
  • the track of the transverse track line and/or the longitudinal track line is divided into two layers, the track of the upper layer is directly mounted on the pillar, and the railcar travels above the track; the single transverse track line and/or the longitudinal track line also includes The track box, the lower track is installed in the track box, the track is erected in the air between the adjacent two stations by the track box, and the rail car is hung under the track box and walks under the track.
  • the upper and lower layers of the track design can make the use of the track more fully and improve the utilization of the space.
  • the invention only simplifies the design of the pillars, the rails and the rail cars, and reduces the consumption of materials and energy, shortens the construction time and investment (making the construction time of each line the shortest). Reduced to several months, investment reduced to several million yuan per kilometer), reducing operating costs and noise; the track uses a seamless continuous track, which is convenient for production and installation, and reduces the loss of materials and equipment and The noise during operation reduces the maintenance cost and prolongs the service life.
  • the track adopts a wavy continuous track, which not only solves the problem of expansion and contraction caused by temperature changes, but also makes full use of the track tensile performance and the number of columns. And support strength requirements are greatly reduced.
  • the station of the invention is built at the peak of the wave-shaped track, and the vehicle descends when the vehicle exits.
  • the conversion of the potential energy to the kinetic energy is beneficial to the starting and acceleration of the vehicle.
  • the kinetic energy conversion to the potential energy is beneficial to the deceleration and stop of the vehicle. It meets the characteristics of many urban traffic stations and short station distances, achieving the purpose of energy saving and consumption reduction.
  • the use of small passenger capacity and dense starting mode can not only make the whole system lighter, but also facilitate passengers to arrange travel, reduce or No waiting for waiting time.
  • This kind of airborne rail transit system can make full use of the space above the existing roads, without requisitioning land, and has low investment, low operating cost, fast construction speed, large passenger volume and high safety factor, which can realize three-dimensional traffic and greatly improve residents' Travel efficiency, reduce travel costs, and effectively solve urban traffic congestion and environmental pollution problems.
  • the air rail transit three-dimensional network system of the invention has low cost, fast construction, low running cost and convenient maintenance, so it can be built on every street in the city, so that residents can get on and off at the same time, and only need to transfer at most once. It can be transferred from one point of the city to another. It is not only convenient, fast, but also punctual and safe. It makes residents no longer worry about traveling, greatly reduces the time and cost of travel, and thus helps to improve the spiritual life and material living standards of residents.
  • the invented airborne traffic three-dimensional network system can replace all buses, most taxis, some private cars and a small number of official vehicles, thus greatly reducing the number of motor vehicles on the ground, thus completely solving the problem of urban traffic congestion and effectively alleviating the city.
  • the airborne rail transit three-dimensional network system of the present invention sets up a station at the intersection of the transverse track line and the longitudinal track line and integrates with the overpass bridge, which not only reduces the number of stations, but also reduces investment. And shorten the construction time, and it is convenient for passengers to change And cross the street, make ground transportation in a closed state, and thus more conducive to passage of ground vehicles.
  • FIG. 1 is a schematic diagram of an airborne rail transit system according to Embodiment 1 of the present invention.
  • 2-a is a schematic diagram of an airborne rail transit system according to Embodiment 2 of the present invention.
  • 2-b is a schematic diagram of an airborne rail transit system according to Embodiment 2 of the present invention.
  • Figure 3-a is a schematic diagram of an airborne rail transit system according to Embodiment 3 of the present invention.
  • Figure 3-b is a schematic diagram of an airborne rail transit system in accordance with Embodiment 3 of the present invention.
  • FIG. 4 is a schematic diagram of an airborne rail transit system in accordance with Embodiment 4 of the present invention.
  • FIG. 5 is a schematic diagram of an airborne rail transit system in accordance with Embodiment 5 of the present invention.
  • Figure 6 is a schematic diagram of an airborne rail transit system in accordance with Embodiment 6 of the present invention.
  • FIG. 7 is a schematic diagram of an airborne rail transit system in accordance with Embodiment 7 of the present invention.
  • Embodiment 8 is a schematic diagram of an airborne rail transit stereo network system according to Embodiment 8 of the present invention.
  • FIG. 9 is a schematic diagram of an airborne rail transit stereo network system according to Embodiment 9 of the present invention.
  • an air rail transit system including a station, a pillar, a rail, a railcar, a power supply system, and a control system.
  • the track is erected in the air between two adjacent stations by a pillar, and the track is a wavy curved track, the station is placed at the peak of the track curve, the track between the stations is a continuous track without joints in the middle, the rail car depends on the power supply system and the control system to walk along the track;
  • the potential energy can be transformed into kinetic energy, which is convenient for starting and accelerating.
  • the kinetic energy is transformed into potential energy, which is convenient for deceleration and braking, which reduces energy consumption and reduces vehicle wear.
  • Embodiment 1 Referring to FIG. 1, an intercity air rail transit system is composed of a station 1, a pillar 2, a rail 3, and a railcar 4, and further includes a power supply system, a control system, and the like. Station 1 is located in a place where passengers can get on and off the bus. The overhead construction is used, and passengers go up and down through stairs or elevators.
  • the body of the strut 2 is mounted below the line of the rail 3.
  • the track 3 is erected in the air by the struts 2.
  • the track 3 erected between the stations 1 is a continuous track without seams.
  • the height of 2 matches the shape of the track 3.
  • the track 3 is a wavy curved track.
  • the station 1 is placed on the peak of the curve of the track 3, and the middle section naturally hangs down to form an arc. The lowest point of the arc is suspended and can be freely stretched.
  • the pillar 2 can share the gravity and centrifugal force transmitted by the rail 3, and can also position the rail 3.
  • the pillar 2 and the rail 3 can be slidably connected by a sliding slot or other means, that is, the rail 3 is fixed in the radial direction to prevent the rail 3 from being fixed.
  • the track 3 can slide to a certain extent in the axial direction, so that the track 3 can freely expand and contract with changes in temperature.
  • the track 3 can be composed of several tracks with a certain length and curvature processed in the factory. Several tracks are installed together on the spot, the joints are directly welded together, and the weld is smoothed and smoothed, which becomes a Root continuous track.
  • the track adopts a seamless continuous track, which is convenient for fabrication and installation, reduces the loss of materials and equipment and noise during operation, reduces maintenance costs and prolongs service life.
  • the rail 3 can be suspended in the air by its own tensile strength, and bears the gravity and centrifugal force of the railcar 4, and is supported by the pillar 2 when the strength is insufficient.
  • the rail car 4 travels above the track 3, which has the advantage that the height of the strut 2 can be reduced.
  • the railcar 4 can be designed with an ultra-lightweight design to reduce the weight of the rail. Since the railcar 4 runs straight on the rail 3 without sharp turns and lanes, the complicated steering chassis can be eliminated, and the total weight of the bicycle load is within a few tons, so that the entire system can be greatly lightened.
  • the railcar 4 uses a steel wheel or a wear-resistant plastic wheel (such as a nylon wheel or a polyurethane wheel) to travel on a seamless rail, so the frictional resistance is small.
  • a wear-resistant plastic wheel such as a nylon wheel or a polyurethane wheel
  • the rail car 4 starts, it moves from a high point to a low point, and uses potential energy to convert into kinetic energy, so the power requirement is not high and the energy consumption is low.
  • the rail car 4 stops it moves from a low point to a high point, and the kinetic energy is converted into potential energy.
  • the DC motor can also recover energy, so the brake loss is small and the running noise is small.
  • the station 1 may be located on two adjacent peaks of the curved track, that is, there is only one valley between two adjacent stations 1; or may be located on two non-adjacent peaks, that is, two adjacent There are several troughs between stations 1, and multiple potential transfer stations can be set up between stations 1.
  • the shape of the track 3 may be a single wavy line or a composite wavy line, such as a small wave in a large wavy line segment.
  • Station 1 can be erected in the air or in a building.
  • station 1 can be built in existing high-rise buildings or on high-rise buildings, so that existing buildings can be used to transform into stations, reduce construction costs, and facilitate residents in buildings.
  • the station can be a two-story structure, with one floor for ground vehicles and two for rail. That is to say, the station volley is set at the intersection of the ground road and can be integrated with the overpass. Pedestrians walk to the intersection and can get on the bus or cross the road.
  • the invention can be built on the upper road of each road in the city because of low construction cost and quick construction. After the pedestrian goes out, he can get on the train at the intersection, so that the pedestrians are upgraded to run in midair, so that the pedestrians and vehicles on the ground will decrease very much.
  • the height difference of the track from a high point to a low point between two adjacent stations is generally from 0 to 15 meters, preferably from 1 to 6 meters, more preferably from 2 to 4 meters.
  • the station has stairs or elevators to facilitate passengers to get on and off the station.
  • the elevator includes a vertical elevator and an escalator.
  • the pillars are installed below the rails by piling, drilling installation of embedded parts or digging prefabricated bases.
  • the station and the pillar are steel structures or reinforced concrete structures.
  • the station and the pillar are on-site production or factory production, preferably in factory production and on-site installation.
  • the rails are preferably made of profiled steel, such as existing lightweight or ultra-light rails, steel pipes, angle steel, channel steel or steel wire ropes.
  • the material of the rail is not limited, and preferably rail steel, weathering steel, stainless steel, or the like.
  • the track may be a shape or a material, or may be a plurality of shapes or materials.
  • the outer surface of the track is a circular tube
  • the inside is a wire rope or a steel cable
  • the outer surface of the track is stainless steel
  • the inside is ordinary carbon steel.
  • the railcar may be driven by an electric motor or may be driven by an internal combustion engine, preferably by electric power.
  • the railcar may be driven by direct current or by alternating current, preferably by direct current.
  • the railcar 4 can also be powered by solar cells, which can be mounted on the railcar 4, mounted on the station 1, or mounted around the rail 3.
  • the rail car can be unmanned or manned, preferably using unmanned automatic driving, which can reduce labor costs and avoid manual driving mistakes, ensuring safety, punctuality and high efficiency.
  • the railcar can employ existing vehicle manufacturing techniques, preferably using ultra-light vehicle manufacturing techniques.
  • the railcar can be operated by bicycle or group, preferably by bicycle.
  • the number of passengers of the railcar is 10-100, preferably 20-50.
  • the starting interval of the rail car is 0.5-30 minutes, preferably 1-5 minutes, and the starting interval of the rail car can be changed according to the change of the number of passengers, which can meet the travel requirements of the residents, reduce the waiting time, and can Make the whole system lighter, lower cost, and more efficient.
  • the rail car can be driven in one direction or in two directions; the two-way driving means that the rail car can complete the interchange between the uplink vehicle and the descending vehicle without turning the head.
  • the power supply system may be a DC power source or an AC power source, preferably a DC power source.
  • the DC power source may be converted from solar energy or rectified by alternating current, or may be provided by a dedicated wire network or provided by a battery or capacitor of a rail car.
  • the control system can adopt a fully automatic driverless control system of an existing transportation system, especially a rail transit system, including a signal system, a positioning system, an inductive feedback system, an alarm system, and a self-diagnosis protection system.
  • the height of the station erection is generally 5-30 meters, preferably 10-20 meters, so that it can not affect the existing road traffic and ground buildings, but also meet the needs of the dynamic energy conversion of the air rail transit system.
  • the distance between adjacent stations is the distance between two adjacent streets or two adjacent main streets, or a distance similar to the existing bus station, generally 300-1200 meters, preferably 500-800 meters, so that It can save cost, facilitate travel, and maximize the shape change caused by the change of the track's own weight.
  • the distance between the pillars between adjacent stations is generally 20-300 meters, preferably 50-150 meters; the higher the tensile strength of the rails 3, the smaller the number of pillars 2 and the larger the spacing, so that safety can be ensured. Cost savings under the premise.
  • the railroad car When the station is located at both ends of the airborne rail transit system, the railroad car has a swapping device, that is, the interchange between the uplink vehicle and the descending vehicle is completed.
  • Embodiment 2 Referring to Fig. 2-a and Fig. 2-b, the railcar 4 is hung under the rail 3, the rail 3 is installed in the rail box 5, and the rail 3 is erected by the rail box 5 on the adjacent two stations by means of the pillar 2 In the air between 1 , the rail car 4 hangs below the rail box 5 and walks under the rail 3.
  • Figure 2-a there are two track lines, arranged side by side.
  • the track line can also be set to one, or more lines can be set side by side, and other parts are set.
  • the configuration is basically the same as that of the embodiment 1.
  • the advantage of the railcar 4 hanging below the rail box 5 is that the center of gravity of the railcar 4 is low and relatively stable.
  • Embodiment 3 Referring to Figures 3-a and 3-b, the track 3 is divided into two layers, and the rail car 4 is driven above and below the track 3.
  • the upper rail 3 is directly mounted on the pillar 2, and the railcar 4 travels above the rail 3.
  • the lower rail 3 is installed in the rail box 5, and the rail 3 is erected in the air between the adjacent two stations via the rail box 5, and the railcar 4 is hung below the rail box 5 to walk under the rail 3.
  • the upper and lower track lines can also be set to one, or more.
  • the other partial settings are basically the same as those of Embodiments 1 and 2.
  • the advantage is that the double layer is set to increase the transportation volume, the utilization rate of the system is high, and the operation efficiency and the travel efficiency are improved.
  • Embodiment 4 Referring to Fig. 4, the difference from Embodiment 1 is that there are two track lines arranged side by side. More lines can be set on the track line, so that multiple rail cars can be operated at the same time to improve operation efficiency. Adjoining track lines may also be provided with connecting beams to ensure equal distance between adjacent tracks.
  • Embodiment 5 Referring to FIG. 5, the difference from Embodiment 1 is that the track includes a main rail 3 and a sub-track 6, which is disposed at the bottom of the railcar and plays a major role in the rail system, taking the weight of the train and
  • the auxiliary rails 6 are arranged on both sides of the rail car, fixed on the pillars, play an auxiliary role in the rail system, and undertake the guiding, positioning and protection of the train.
  • the main rail is a single rail, and it can also be set to a dual rail; the secondary rail is a corresponding dual rail.
  • two track lines are arranged side by side, and each track line is provided with one main rail 3 and two sub rails 6. It is also possible to provide only one track line as in Embodiment 1, and to set the main track and the sub track on one track line; or to arrange more track lines side by side at the same time.
  • Embodiment 6 Referring to Fig. 6, the difference from Embodiment 2 is that the track includes a main rail 3 and a sub-track 6, which is disposed above the railcar and plays a major role in the rail system, taking the weight of the train and
  • the auxiliary rail 6 is disposed on one side of the rail car, and can be set on the left side or the right side according to actual needs, and is fixed on the pillar 2 to play an auxiliary role in the rail system to bear the guidance, positioning and protection of the train. Wait. Both the main rail and the sub rail are monorail. As shown in Figure 6, two track lines are arranged side by side, each track is set A main rail 3 and a sub rail 6 are placed. It is also possible to provide only one track line as in Embodiment 1, and to set the main track and the sub track on one track line. It is also possible to set more track lines side by side at the same time.
  • Embodiment 7 Referring to FIG. 7, the difference from Embodiment 2 is that the track 3 includes an upper track 3-a and a lower track 3-b.
  • the upper track 3-a is installed in the track box 5, and the lower track 3-b is installed in On the pillars, the track box is erected in the air between two adjacent stations.
  • the railcar 4 is suspended below the upper rail and supported above the lower rail.
  • the railcar is positioned up and down between the upper and lower rails to ensure stable and reliable driving. Sex, better earthquake resistance and safety.
  • two track lines can be arranged side by side, each track line including an upper track and a lower track. It is also possible to provide a plurality of upper rails and a plurality of lower rails on each of the rail lines. It is also possible to set only one track line and one upper track and one lower track on one track line. It is also possible to set more track lines side by side at the same time.
  • various forms of the track can be freely combined according to actual conditions, for example, the main rail, the sub rail, the upper rail and the lower rail can be disposed in one track at the same time; or the sub rail can be simultaneously set in the double layer rail, so that The railcar can be positioned and protected from all directions for better stability and safety.
  • an airborne rail transit stereo network system including a transverse track line and a longitudinal track line.
  • the transverse track line and the longitudinal track line are interlaced to form a three-dimensional network, and the station is disposed on the track line.
  • the intersection of the transverse track line and the longitudinal track line has at least a height difference greater than the height of the rail car; the single transverse track line and the longitudinal track line are respectively by the station, the pillar, the track
  • the railcar, the power supply system and the control system are composed of rails erected in the air between two adjacent stations.
  • the track is a wavy curved track.
  • the station is placed at the peak of the track curve and is erected on the track.
  • the track between the stations is a continuous joint without a seam in the middle, and the rail car relies on the power supply system and the control system to walk along the track.
  • Embodiment 8 The air rail transit three-dimensional network system is composed of a plurality of transverse track lines 7 and longitudinal track lines 8.
  • the structural schematic diagram is as shown in FIG. 8.
  • the horizontal track lines and the longitudinal track lines may be arranged along the street, and may be disposed at Grounds that are not open or open, such as rivers or other ground obstacles.
  • the transverse track line and the longitudinal track line can be easily extended or newly built.
  • Station 1 can be placed anywhere on the transverse track line and/or longitudinal track line suitable for building stations and facilitating passenger transfers.
  • the station 1 is disposed at the intersection of the transverse track line 7 and the longitudinal track line 8, and can be integrated with the overpass.
  • the station is a crossover bridge.
  • Pedestrians can cross the road through the station to prevent pedestrians from smashing red lights and reduce the time for pedestrians and vehicles to cross the intersection.
  • Passengers can easily choose to travel in four directions, greatly reducing passenger transfer time.
  • Ground transportation can be closed to prevent pedestrians and vehicles from rushing, so it is more conducive to the passage of pedestrian vehicles and the safety of pedestrians.
  • transverse rail lines and/or longitudinal rails are mounted directly on the pillars, and the railcars travel above the rails. Driving above the track can make the track not built high and save costs. Of course, it is also possible to build stations based on actual conditions in densely populated, busy traffic sections, or even in existing buildings.
  • Embodiment 1-7 For a specific embodiment of a single transverse track line or a longitudinal track line, please refer to Embodiment 1-7.
  • Embodiment 9 The air transit three-dimensional network system is composed of a plurality of transverse track lines 7 and longitudinal track lines 8.
  • the structure diagram is shown in FIG. 9.
  • the horizontal track lines 7 and the longitudinal track lines 8 can be arranged along the street, and can Set in places where the ground is not open or not open, for example, you can cross rivers or other ground obstacles.
  • the horizontal and vertical track lines can be easily extended or newly built.
  • Embodiment 8 The difference from Embodiment 8 is that the station 1 can be disposed at an intermediate position of the intersection of the adjacent lateral track line 7 and the longitudinal track line 8, that is, the stations of the lateral track line and the longitudinal track line are not coincident, and the transverse track line When crossing the longitudinal track line, the height difference formed between the two lines is greater than the height of the rail car to ensure the safe passage of the rail car.
  • Embodiment 1-7 For a specific embodiment of a single transverse track line or a longitudinal track line, please refer to Embodiment 1-7.
  • Each of the horizontal track line and the longitudinal track line of the above-mentioned air rail transit three-dimensional network system may be different, depending on the construction environment, the stations on each track line may be located on the peaks adjacent to the curved track, It can be located on non-adjacent peaks; there can be one or several tracks on each track; it can be divided into upper and lower tracks, and the rail car runs between the upper and lower tracks; it can be a double-layer track, or it can It is a single-layer track; it can have a secondary rail and a main rail, or it can have only the main rail; the railcar can travel above the rail or under the rail.
  • the various forms of the track can be freely combined according to the actual situation, for example, it can be set in one track at the same time.
  • the main rail, the secondary rail, the upper rail and the lower rail are arranged; the secondary rail can also be set at the same time in the double-layer rail, so that the railcar can be positioned and protected from all directions, and has good stability and safety.
  • the transverse track line and the longitudinal track line may be erected above the existing road, such as in the middle of the road or on both sides of the road, or may be erected in a space without a road.
  • the station of the above-mentioned air rail transit three-dimensional network system may also be a three-layer structure, one floor is a ground vehicle, the second layer is a horizontal or vertical track, and the third layer is a vertical or horizontal track. That is, the station volley is set at the intersection of the ground road and merges with the overpass. Pedestrians walk to the intersection and can get on the bus or cross the road. It is also very convenient to transfer, from the second floor to the third floor or from the third floor to the second floor. You can transfer to any other station from any station at most once.
  • the invention can be built on the upper road of each road in the city because of low construction cost and quick construction. After the pedestrian goes out, he can get on the train at the intersection, so that the pedestrians are upgraded to run in midair, so that the pedestrians and vehicles on the ground will decrease very much.
  • the air rail transit system and the air rail transit stereo network system can be used for inter-city rail lines or urban rail transit lines to alleviate existing traffic problems between cities and within cities.
  • the air rail transit system and the air rail transit stereo network system can also be applied to passenger dedicated lines or freight lines according to actual conditions.
  • the passenger dedicated line is specially used to transport passengers, and the freight line is dedicated to transporting goods. Or set two tracks side by side, one for the passenger line and one for the freight line.
  • the freight line uses the trucks that carry the goods, and the passenger line uses the passenger cars that transport passengers. Buses and trucks can be designed to meet different needs.
  • the air rail transit system has a rail car exchange device at both ends of each track line, that is, an interchange between the up vehicle and the down vehicle is completed.

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Abstract

一种城际或城市空中轨道交通系统，包括车站（1）、支柱（2）、轨道（3）、轨道车（4）、供电系统和控制系统，轨道（3）依靠支柱（2）架设在相邻两车站（1）之间的空中，轨道（3）是呈波浪状的曲线轨道，所述车站（1）设置在轨道曲线的波峰高点上，架设在车站（1）之间的轨道（3）是中间无接缝的连续轨道，轨道车（4）依靠供电系统和控制系统沿轨道（3）行走。

Description

空中轨道交通系统以及空中轨道交通立体网络系统 技术领域
本发明涉及轨道交通技术领域，特别涉及一种空中轨道交通系统以及空中轨道交通立体网络系统。
背景技术
目前，随着经济的发展和人民生活水平的提高，居民的活动范围越来越大，城际之间或城市内的交往日趋频繁。居民的出行主要依靠公共汽车、火车以及私家车等。现有的交通系统，主要是公路、高速公路、铁路、高速铁路等。道路机动车的数量越来越多，致使城市的交通情况越来越恶化，堵车现象日益严重。虽然目前的轨道交通可以一定程度上缓和当前道路机动车的拥堵情况，但是目前的轨道交通占用土地多，造价昂贵、每公里造价约几亿元人民币，工程浩大、建设周期长、一条线通常需要3-5年的时间，施工时对环境影响大、影响现有的交通和环境；而且，现有的轨道交通所用的轨道是直线轨道，在温度的变化时轨道会发生伸缩，当采用伸缩缝时，容易产生噪音和磨损，当采用无缝长轨时，安装复杂、成本高，极端天气时存在事故隐患；再次，城市公共交通的特点是站点多、站距短，再加上道路信号灯的管控和堵车的影响，致使公交车启停频繁，不但用时长、能耗大、车辆磨损多、污染重，而且乘客的舒适性也大受影响。
此外，现有的轨道交通其线路远远少于公交车的线路、更少于街道的数量，尽管载客量较大，但由于服务的范围更大，所以不但造成了轨道车的拥挤，也增加了乘客出行的难度、时间和费用，使用起来灵活性较低。
发明内容
本发明所要解决的其中一个技术问题是针对现有轨道交通系统存在的施工安装困难、建造成本高、运行能耗大、噪音大的缺陷以及公交车系统受制 于道路信号灯的管控和堵车的影响、运行速度慢、等车时间长、能耗高、污染重、交通事故多等缺点，提供一种工程造价低廉、建设周期短、结构简单、节能环保、噪音小、运行成本低、乘坐方便舒适、安全省时、准时可靠的空中轨道交通系统。
解决该技术问题的技术方案如下：
一种空中轨道交通系统，包括车站、支柱、轨道、轨道车、供电系统和控制系统，轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，所述轨道是中间无接缝的连续轨道，轨道车依靠供电系统和控制系统沿轨道行走。
所述轨道由数根在工厂中加工完成的具有一定长度和曲率的轨道组成,数根轨道的接缝处直接焊接在一起,轨道焊缝处打磨平整光滑。
所述车站可以位于曲线轨道相邻的波峰上，也可以位于不相邻的波峰上。这样可以根据实际情况，方便地控制车站的距离。
所述车站可以单独架设在空中，也可以设在建筑物内。这样可以根据车站的具体位置，选择已有的建筑物，节省成本。
所述支柱与轨道采用固定和/或滑动连接，滑动连接使得轨道可以在径向上固定、在轴向上有一定程度的滑动。这样既可以保证轨道在径向上保持固定、防止晃动，又可以保证轨道在轴向上随温度的变化自由伸缩。
所述轨道包括主轨和副轨。所述主轨在轨道系统中起主要作用，承担轨道车的重量和运行等；所述副轨在轨道系统中起辅助作用，承担轨道车的导向、定位和防护等。
所述轨道有一至数条，相邻的轨道之间设有连接的横梁。保证相邻轨道之间距离的恒定。
所述轨道为单一波浪线或复合波浪状曲线。如大波浪线段中有小波浪，方便轨道车根据动势能的转化实现加速和减速。
所述轨道在相邻两个车站之间从高点到低点的高度差一般为0-15米，优选为1-6米。高度差越大越有利于减小轨道车的动力和能耗、减小运行成本和噪音，但会增加车站和立柱的高度、增加建设投资。
所述轨道直接安装在支柱上，轨道车在轨道的上方行驶。在轨道上方行驶可以使得轨道不用建的很高，节省成本。
所述空中轨道交通系统还包括轨道箱，轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。轨道车悬挂在轨道箱下方行走，可以使得轨道车的重心降低，增加平稳性。
所述的轨道分为上轨道和下轨道，所述空中轨道交通系统还包括轨道箱，上轨道安装在轨道箱内、下轨道安装在支柱上，轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在上轨道下方、支撑在下轨道上方。轨道车在上、下轨道之间上下定位行驶，可以保证行驶的稳定性和可靠性，有更好的抗震性和安全性。
所述轨道分为两层，上层的轨道直接安装在支柱上，轨道车行驶在轨道的上方；所述空中轨道交通系统还包括轨道箱，下层的轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。上下两层的轨道设计，可以使得轨道的利用更加充分，提高了空间的利用率。
所述的空中轨道交通系统其每条轨道线的两端具有轨道车的调换装置，即完成上行车与下行车之间的互换。
本发明解决的另一个技术问题是针对现有轨道交通系统存在的线路少、载客量少、成本高、乘坐和换乘不方便的缺陷，提供了一种工程造价低廉、建设周期短、结构简单、节能环保、使用方便的空中轨道交通立体网络系统。
解决该技术问题的技术方案如下：
一种空中轨道交通立体网络系统，包括横向轨道线和纵向轨道线，横向轨道线和纵向轨道线相互交错形成立体网络；单条的横向轨道线和纵向轨道线分别由车站、支柱、轨道、轨道车、供电系统和控制系统等组成，轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，轨道是中间无接缝连续轨道，轨道车依靠供电系统和控制系统沿轨道行走。
所述车站可以设置在横向轨道线和/或纵向轨道线的任何适合于建造车站和方便乘客换乘的地方。
所述车站设置在横向轨道线和纵向轨道线的交错处。
所述轨道由数根在工厂中加工完成的具有一定长度和曲率的轨道组成,数根轨道的接缝处直接焊接在一起,轨道焊缝处打磨平整光滑。
所述车站可以位于曲线轨道相邻的波峰上，也可以位于不相邻的波峰上。这样可以根据实际情况，方便地控制车站的距离。
所述车站可以单独架设在空中，也可以设在建筑物内。这样可以根据车站的具体位置，选择已有的建筑物，节省成本。
所述横向轨道线和/或纵向轨道线的支柱与轨道采用固定和/或滑动连接，滑动连接使得轨道可以在径向上固定、在轴向上有一定程度的滑动。这样可以保证轨道在径向上保持固定，防止晃动；轴向上可以随温度的变化自由伸缩。
所述车站与过街天桥建成一体。这样行人走到路口，既可以上车、又可以过马路；换乘时也很方便。
所述横向轨道线和/或纵向轨道直接安装在支柱上，轨道车在轨道的上方行驶。在轨道上方行驶可以使得轨道不用建的很高，节省成本。
所述横向轨道线和/或纵向轨道线还包括轨道箱，轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。轨道车悬挂在轨道箱下方行走，可以使得轨道车的重心降低，增加平稳性。
所述横向轨道线和/或纵向轨道线的轨道分为两层，上层的轨道直接安装在支柱上，轨道车行驶在轨道的上方；所述单条的横向轨道线和/或纵向轨道线还包括轨道箱，下层的轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。上下两层的轨道设计，可以使得轨道的利用更加充分，提高了空间的利用率。
本发明的有益效果:
本发明仅将轨道而不是整个路面架设在空中，所以大大简化了支柱、轨道和轨道车的设计，减小了材料和能源的消耗，缩短了建设时间和投资(使每条线的建设时间最短缩至几个月、投资减小至每公里几百万元)，降低了运行成本和噪音；轨道采用无接缝的连续轨道，既方便制作和安装，又减小了材料和设备的损耗以及运行时的噪音，降低了维护成本、延长了使用寿命；轨道采用波浪状的连续轨道，既解决了轨道因温度变化而产生的胀缩问题，又充分利用了轨道抗拉性能、使立柱的数量和支撑强度要求大大降低。本发明的车站建设在波浪状轨道的波峰高点，出站时车辆下行，势能向动能转化有利于车辆的启动和加速，进站时车辆上行，动能向势能转化有利于车辆的减速和停止，符合城市交通站点多、站距短的特点，达到节能、降耗的目的；采用小载客量、密集发车的运行方式，既可以使整个系统轻量化，又可以有利于乘客安排行程、减少或免去等车时间。
这种空中轨道交通系统可充分利用现有道路上方的空间，不需征用土地，而且投资少、运行成本低、建设速度快、客运量大、安全系数高，可以实现立体交通，大大提高居民的出行效率、降低出行成本，从而有效解决城市交通的拥堵和环境污染问题。
本发明的空中轨道交通立体网络系统造价低、建设快、运行成本低、便于维护，所以可以建设在城市的每一条街道上，使居民可以就近上车、下车，最多只需一次换乘就可以从城市的一点到达另一点，不但方便、快捷，而且准时、安全，使居民不再为出行而发愁、大大减少出行的时间和成本，从而有利于提高居民的精神生活和物质生活水平；本发明的空中轨道交通立体网络系统可以替代全部公交车、大部分出租车、部分私家车和少量公务车，因而使地面上的机动车大大减少，从而彻底解决城市的交通拥堵问题、有效缓解城市的空气和噪音污染问题，并可大大减少交通事故；本发明的空中轨道交通立体网络系统在横向轨道线和纵向轨道线交错处设置车站并与过街天桥融为一体，不但减少车站的数量、从而减少投资和缩短建设时间，而且方便乘客的换乘和过马路，可使地面交通处于封闭状态，因而更有利于地面车辆的通行。
附图说明
图1为根据本发明实施例1的空中轨道交通系统的示意图；
图2-a为根据本发明实施例2的空中轨道交通系统的示意图；
图2-b为根据本发明实施例2的空中轨道交通系统的示意图；
图3-a为根据本发明实施例3的空中轨道交通系统的示意图；
图3-b为根据本发明实施例3的空中轨道交通系统的示意图；
图4为根据本发明实施例4的空中轨道交通系统的示意图；
图5为根据本发明实施例5的空中轨道交通系统的示意图；
图6为根据本发明实施例6的空中轨道交通系统的示意图；
图7为根据本发明实施例7的空中轨道交通系统的示意图；
图8为根据本发明实施例8的空中轨道交通立体网络系统的示意图；
图9为根据本发明实施例9的空中轨道交通立体网络系统的示意图；
图中：1.车站，2.支柱，3.轨道(主轨)，3-a.上轨道，3-b.下轨道，4.轨道车,5.轨道箱，6.副轨，7.横向轨道线，8.纵向轨道线。
具体实施方式
以下采用实施例和附图来详细说明本发明的实施方式，借此对本发明如何应用技术手段来解决技术问题，并达成技术效果的实现过程能充分理解并据以实施。
根据本发明的一种实施例，公开了一种空中轨道交通系统，包括车站、支柱、轨道、轨道车、供电系统和控制系统，轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，架设在车站之间的轨道是中间无接缝的连续轨道，轨道车依靠供电系统和控制系统沿轨道行走；轨道车出站时势能转化成动能，方便启动和加速，轨道车进站时动能转化成势能，方便减速和制动，既降低了能耗、又减小了车辆的磨损。
实施例1：参见图1，城际空中轨道交通系统由车站1、支柱2、轨道3和轨道车4组成，还包括供电系统和控制系统等。车站1设置在方便乘客上下车的地方，采用架空建设，乘客通过楼梯或电梯上下。
支柱2的主体安装在轨道3的沿线下方。轨道3通过支柱2架设在空中。架设在车站1之间的轨道3为无接缝的连续轨道。在相邻两车站1之间可以有一至数根支柱2，如图1所示，可以在相邻车站之间设置数根支柱2；轨道3可以固定在车站1及支柱2上，数根支柱2的高度与轨道3的形状相匹配。轨道3是呈波浪状的曲线轨道，所述车站1设置在轨道3曲线的波峰高点上，中间段自然下垂形成圆弧，圆弧的最低点处悬空、可以自由伸缩。轨道3圆弧的关键点上有支柱2支撑。支柱2既可以分担轨道3传递的重力和离心力、又可以对轨道3进行定位；支柱2与轨道3之间可以通过滑槽或其他方式滑动连接，即轨道3在径向上固定、防止轨道3左右晃动，轨道3在轴向上可以有一定程度的滑动，使轨道3可以随温度的变化自由伸缩。
轨道3可以由数根在工厂中加工完成的具有一定长度和曲率的轨道组成,数根轨道在现场安装在一起,接缝处直接焊接在一起,将焊缝处打磨平整光滑后,即成为一根连续的轨道。轨道采用无接缝的连续轨道，既方便制作和安装，又减小了材料和设备的损耗以及运行时的噪音，降低了维护成本、延长了使用寿命
轨道3可以依靠自身的抗拉强度悬挂在空中、并承担轨道车4的重力和离心力，自身强度不够时依靠支柱2来分担，轨道3的抗拉强度越高、则支柱2的数量越少。轨道车4行驶在轨道3的上方，其优点是可以减小支柱2的高度。轨道车4可以采用超轻量化设计，以降低轨道的承重。由于轨道车4在轨道3上直向行驶、无需急转弯和分道，所以可以不用复杂的转向底盘，单车荷载总重量在几吨之内，因而可以使整个系统大大轻量化。轨道车4采用钢轮或耐磨的塑料轮(如尼龙轮或聚氨酯轮等)在无缝的钢轨上行驶，所以摩擦阻力很小。轨道车4启动时由高点向低点运动，利用势能转化成动能，所以动力要求不高、能耗低。轨道车4停车时由低点向高点运动，动能转化成势能，直流电机还可以回收能量，所以刹车损耗小，行驶噪音小。
上述实施例中，车站1可以位于曲线轨道两个相邻的波峰上，即两个相邻的车站1之间只有一个波谷；也可以位于两个不相邻的波峰上，即两个相邻的车站1之间有数个波谷，车站1之间可以设置多个势能中转站。
轨道3的形状可以为单一的波浪线，也可以是复合的波浪线，如大波浪线段中有小波浪。
车站1可以单独架设在空中，也可以设在建筑物内。比如车站1可以建在现有的高层建筑物中，或者高楼的平台上，这样可以利用已有的建筑，改造成车站，降低建设成本，也方便建筑物内的居民乘车。车站可以为两层结构，一层为地面车辆通行、二层为轨道。也就是车站凌空设置在地面道路的交叉路口，可以与过街天桥融为一体。行人走到路口，既可以上车、又可以过马路。本发明由于造价低、建设快，所以可以建设在城市每条道路的上空，行人出门后走到路口就可以上车，因而将行人都提升到半空中运行，这样地面上的行人和车辆就会大大减少。
所述轨道在相邻两个车站之间从高点到低点的高度差一般为0-15米，优选为1-6米，更优选为2-4米。所述车站有楼梯或电梯，方便乘客上下车站。所述电梯包括垂直电梯和自动扶梯。
所述支柱通过打桩、钻孔安装预埋件或挖坑预制基座等方式安装在轨道的沿线下方。
所述车站和支柱为钢结构或钢筋混凝土结构。所述车站和支柱为现场制作或工厂化生产，优选工厂化生产、现场安装。
所述轨道优选采用型钢制成，如现有的轻型或超轻型钢轨、钢管、角钢、槽钢或钢丝绳等。所述轨道的材质不限，优选轨道钢、耐候钢、不锈钢等。所述轨道可以是一种形状或材料，也可以是数种形状或材料，如轨道的外面是圆管、里面是钢丝绳或钢索，轨道的外面是不锈钢、里面是普通碳钢等。
所述轨道车可以采用电动机驱动，也可以采用内燃机驱动，优选采用电力驱动。所述轨道车可以采用直流电驱动，也可以采用交流电驱动，优选采用直流电驱动。轨道车4还可以使用太阳能电池供电，太阳能电池可以安装在轨道车4上，也可以安装在车站1上，还可以安装在轨道3的周围。
所述轨道车可以采用无人驾驶，也可以采用有人驾驶，优选采用无人自动驾驶，既可以减小人力成本，又可以避免人工驾驶的失误，保证安全、准时和高效。所述轨道车可以采用现有的车辆制造技术，优选采用超轻型车辆的制造技术。所述轨道车可以采用单车运行或编组运行，优选采用单车运行。 所述轨道车的载客人数为10-100人，优选为20-50人。所述轨道车的发车间隔为0.5-30分钟，优选1-5分钟，所述轨道车的发车间隔可以根据乘客人数的变化而改变，既可以满足居民的出行要求、减少等车时间，又可以使整个系统轻量化、低成本、高效率。
所述轨道车可以单向行驶，也可以双向行驶；所述双向行驶，是指所述轨道车无需掉头，即可完成上行车与下行车之间的互换。
所述供电系统可以采用直流电源，也可以采用交流电源，优选采用直流电源。所述直流电源可以由太阳能转化而来或由交流电整流而成，也可由专用线网提供或由轨道车的蓄电池或电容器提供。
所述控制系统可采用现有交通系统尤其是轨道交通系统的全自动无人驾驶控制系统，包括信号系统、定位系统、感应反馈系统、报警系统、自诊断保护系统等。
车站架设高度一般为5-30米，优选为10-20米，这样既可以不影响现有的公路交通及地面建筑物，又可以满足空中轨道交通系统的动势能转化的需要。
相邻车站跨度为相邻两个街道或相邻两个主要街道之间的距离,或为与现有公交车站相似的距离,一般为300-1200米，优选为500-800米，这样，既可以节省成本、方便出行，又可以最大程度地利用轨道自身重量的变化而产生的形状变化。
相邻车站之间的支柱设置距离一般为20-300米，优选为50-150米；轨道3的抗拉强度越高，则支柱2的数量越少、间距越大，这样可以在保证安全的前提下节省成本。
所述车站当位于空中轨道交通系统的两端时，具有轨道车的调换装置，即完成上行车与下行车之间的互换。
实施例2：参见图2-a和图2-b，轨道车4悬挂在轨道3的下方行驶，轨道3安装在轨道箱5内，轨道3通过轨道箱5依靠支柱2架设在相邻两车站1之间的空中，轨道车4悬挂在轨道箱5下方沿着轨道3下方行走。图2-a中，轨道线有两条，并排设置。轨道线也可以设置成1条，或者并排设置更多条，其他部分设 置与实施例1基本相同。轨道车4悬挂在轨道箱5下方优点是轨道车4的重心低，比较稳定。
实施例3：参见图3-a和图3-b，轨道3分为两层，在轨道3的上方和下方均有轨道车4行驶。上方的轨道3直接安装在支柱2上，轨道车4在轨道3的上方行驶。下方轨道3安装在轨道箱5内，轨道3通过轨道箱5依靠支柱2架设在相邻两车站之间的空中，轨道车4悬挂在轨道箱5下方沿着轨道3下方行走。上层和下层的轨道线都有两条，并排设置。上层和下层的轨道线也可以设置成1条，或者更多条。其他部分设置与实施例1和2基本相同。其优点是设置成双层使得运输量增大、系统的利用率高，提高运行效率和出行效率。
实施例4：参见图4，与实施例1的区别在于：轨道线有两条，并排设置。轨道线也可以设置更多条，这样可以实现同时有多辆轨道车同时运行，提高运行效率。相邻的轨道线之间也可以设有连接的横梁，可以保证相邻轨道之间的距离相等。
实施例5：参见图5，与实施例1的区别在于：轨道包括主轨3和副轨6，所述主轨3设置在轨道车底部，在轨道系统中起主要作用，承担列车的重量和运行等；所述副轨6设置在轨道车的两侧，固定在支柱上，在轨道系统中起辅助作用，承担列车的导向、定位和防护等。主轨为单轨，也可以设置成双轨；副轨为对应设置的双轨。如图5所示，并排设置两条轨道线，每条轨道线设置一条主轨3和两条副轨6。也可以如实施例1中的仅设置一条轨道线，在一条轨道线上设置主轨和副轨；也可以同时并排设置更多条的轨道线。
实施例6：参见图6，与实施例2的区别在于：轨道包括主轨3和副轨6，所述主轨3设置在轨道车上方，在轨道系统中起主要作用，承担列车的重量和运行等；所述副轨6设置在轨道车的一侧，可以根据实际需要设置在左侧或者右侧，固定在支柱2上，在轨道系统中起辅助作用，承担列车的导向、定位和防护等。主轨和副轨都为单轨。如图6所示，并排设置两条轨道线，每条轨道设 置一条主轨3和一条副轨6。也可以如实施例1中的仅设置一条轨道线，在一条轨道线上设置主轨和副轨。也可以同时并排设置更多条的轨道线。
实施例7：参见图7，与实施例2的区别在于：轨道3包括分为上轨道3-a和下轨道3-b，上轨道3-a安装在轨道箱5内、下轨道3-b安装在支柱上，轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车4悬挂在上轨道下方、支撑在下轨道上方，轨道车在上下轨道之间上下定位行驶，可以保证行驶的稳定性和可靠性，有更好的抗震性和安全性。如图7所示，可以并排设置两条轨道线，每条轨道线都包括一条上轨道和一条下轨道。也可以在每条轨道线上设置多条上轨道和多条下轨道。也可以仅设置一条轨道线，在一条轨道线上设置一条上轨道和一条下轨道。也可以同时并排设置更多条的轨道线。
上述实施例中，轨道的各种形式可以根据实际情况自由结合，比如可以同时在一条轨道中设置主轨，副轨，上轨道和下轨道；也可以在在双层轨道中同时设置副轨，这样可以从各个方向对轨道车进行定位和防护，使其具有更好的稳定性和安全性。
根据本发明的另一种实施例，公开了一种空中轨道交通立体网络系统，包括横向轨道线和纵向轨道线，横向轨道线和纵向轨道线相互交错形成立体网络，车站设置在轨道线上的任一点或横向轨道线和纵向轨道线的交错处，横向轨道线和纵向轨道线的交错处至少有大于轨道车高度的高度差；单条的横向轨道线和纵向轨道线分别由车站、支柱、轨道、轨道车、供电系统和控制系统等组成，轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，架设在车站之间的轨道是中间无接缝连续轨道，轨道车依靠供电系统和控制系统沿轨道行走。
实施例8：空中轨道交通立体网络系统由多条横向轨道线7和纵向轨道线8组成，其结构示意图如图8所示，横向轨道线和纵向轨道线可以沿着街道设置，而且可以设置在地面不能通车或没有通车的地方，比如可以跨过河流或者其他地面障碍物。横向轨道线和纵向轨道线可以很方便地延长或新建。
车站1可以设置在横向轨道线和/或纵向轨道线的任何适合于建造车站和方便乘客换乘的地方。比如，如图8所示车站1设置在横向轨道线7和纵向轨道线8的交错处，可以与过街天桥融为一体。车站即是过街天桥，行人可以通过车站过马路，杜绝行人闯红灯的现象发生，减少了行人和车辆通过交叉路口时的时间。乘客可以很方便地选择乘坐四个方向的车辆，大大减少了乘客的换乘时间。地面交通可处于封闭状态，防止行人与车辆争道抢行，因而更有利于地面车辆的通行和行人的安全。所述横向轨道线和/或纵向轨道直接安装在支柱上，轨道车在轨道的上方行驶。在轨道上方行驶可以使得轨道不用建的很高，节省成本。当然也可以根据实际情况在人流比较密集，交通比较繁忙的路段建造车站，甚至建设在已有的建筑物中。
其中，单条横向轨道线或纵向轨道线的具体实施例请参考实施例1-7。
实施例9：空中轨道交通立体网络系统由多条横向轨道线7和纵向轨道线8组成，其结构示意图如图9所示，横向轨道线7和纵向轨道线8可以沿着街道设置，而且可以设置在地面不能通车或没有通车的地方，比如可以跨过河流或者其他地面障碍物，横向轨道线和纵向轨道线可以很方便地延长或新建。
与实施例8的区别在于，车站1可以设置在相邻的横向轨道线7和纵向轨道线8的交错处中间位置，即横向轨道线和纵向轨道线的车站不是重合的，所述横向轨道线和纵向轨道线交叉时，两条线之间形成的高度差要大于轨道车的高度，保证轨道车安全通过。
其中，单条横向轨道线或纵向轨道线的具体实施例请参考实施例1-7。
上述空中轨道交通立体网络系统的横向轨道线和纵向轨道线的每一条线都可以是不同的，依据建设的环境而定，每一条轨道线上的车站可以位于曲线轨道相邻的波峰上，也可以位于不相邻的波峰上；每一条轨道线上的轨道可以有一条，也可以数条；可以分为上轨道和下轨道，轨道车在上下轨道之间行驶；可以是双层轨道，也可以是单层轨道；可以是带有副轨和主轨道，也可以只有主轨道；轨道车可以在轨道上方行驶，也可以在轨道下方行驶。轨道的各种形式可以根据实际情况自由结合，比如可以同时在一条轨道中设 置主轨，副轨，上轨道和下轨道；也可以在在双层轨道中同时设置副轨，这样可以从各个方向对轨道车进行定位和防护，具有很好的稳定性和安全性。所述横向轨道线和纵向轨道线可以架设在现有道路的上方，如道路中间或道路两边，也可以架设在没有道路的空间中。
上述空中轨道交通立体网络系统的车站还可以为三层结构，一层为地面车辆通行、二层为横向或纵向轨道、三层为纵向或横向轨道。也就是车站凌空设置在地面道路的交叉路口处，与过街天桥融为一体。行人走到路口，既可以上车、又可以过马路。换乘时也很方便，从二层上到三层或从三层下到二层即可，最多只需换乘一次，就可以从任一车站到达其它车站。本发明由于造价低、建设快，所以可以建设在城市每条道路的上空，行人出门后走到路口就可以上车，因而将行人都提升到半空中运行，这样地面上的行人和车辆就会大大减少。
所述的空中轨道交通系统和空中轨道交通立体网络系统可以用于城际之间的轨道线，或者城市内部的轨道交通线，缓解城市之间和城市内部现有的交通问题。所述的空中轨道交通系统和空中轨道交通立体网络系统也可以根据实际情况应用于客运专线或货运专线，客运专线专门用来运送乘客，货运专线专门用来运送货物。或者并排设置两条轨道，一条为客运专线，一条为货运专线。货运专线使用的为运送货物的货车，客运专线使用的是运送乘客的客车。客车和货车在设计上可以有所不同，满足不同的需求。
所述的空中轨道交通系统其每条轨道线的两端具有轨道车的调换装置，即完成上行车与下行车之间的互换。
以上所述，仅是本发明的较佳实施例而已，并非是对本发明作其它形式的限制，任何熟悉本专业的技术人员可能利用上述揭示的技术内容加以变更或改型为等同变化的等效实施例。但是凡是未脱离本发明技术方案内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与改型，仍属于本发明技术方案的保护范围。

Claims (24)

  1. 一种空中轨道交通系统，包括车站、支柱、轨道、轨道车、供电系统和控制系统，其特征在于：轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，所述轨道是中间无接缝的连续轨道，轨道车依靠供电系统和控制系统沿轨道行走。
  2. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道由数根在工厂中加工完成的具有一定长度和曲率的轨道组成,数根轨道的接缝处直接焊接连接,轨道焊缝处打磨平整光滑。
  3. 如权利要求1所述的空中轨道交通系统，其特征在于：所述车站可以位于曲线轨道相邻的波峰上，也可以位于不相邻的波峰上。
  4. 如权利要求1所述的空中轨道交通系统，其特征在于：所述车站可以单独架设在空中，也可以设在建筑物内。
  5. 如权利要求1所述的空中轨道交通系统，其特征在于：所述支柱与轨道采用固定和/或滑动连接，滑动连接使得轨道可以在径向上固定、在轴向上有一定程度的滑动。
  6. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道包括主轨和副轨。
  7. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道有一至数条，相邻的轨道之间设有连接的横梁。
  8. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道为单一波浪线或复合波浪状曲线。
  9. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道在相邻两个车站之间从高点到低点的高度差为1-15米。
  10. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道直接安装在支柱上，轨道车在轨道的上方行驶。
  11. 如权利要求1所述的空中轨道交通系统，其特征在于：所述空中轨道交通系统还包括轨道箱，轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。
  12. 如权利要求1所述的空中轨道交通系统，其特征在于：所述的轨道分为上轨道和下轨道，所述空中轨道交通系统还包括轨道箱，上轨道安装在轨道箱内、下轨道安装在支柱上，轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在上轨道下方、支撑在下轨道上方。
  13. 如权利要求1所述的空中轨道交通系统，其特征在于：所述轨道分为两层，上层的轨道直接安装在支柱上，轨道车行驶在轨道的上方；所述空中轨道交通系统还包括轨道箱，下层的轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。
  14. 一种空中轨道交通立体网络系统，包括横向轨道线和纵向轨道线，其特征在于：横向轨道线和纵向轨道线相互交错形成立体网络；单条的横向轨道线和纵向轨道线分别由车站、支柱、轨道、轨道车、供电系统和控制系统等组成，轨道依靠支柱架设在相邻两车站之间的空中，轨道是呈波浪状的曲线轨道，所述车站设置在轨道曲线的波峰高点上，轨道是中间无接缝连续轨道，轨道车依靠供电系统和控制系统沿轨道行走。
  15. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述车站可以设置在横向轨道线和/或纵向轨道线的任何适合于建造车站和方便乘客换乘的地方。
  16. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述车站设置在横向轨道线和/或纵向轨道线的交错处。
  17. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述轨道由数根在工厂中加工完成的具有一定长度和曲率的轨道组成,数根轨道的接缝处直接焊接在一起,轨道焊缝处打磨平整光滑。
  18. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述车站可以位于轨道相邻的波峰上，也可以位于不相邻的波峰上。
  19. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述车站可以单独架设在空中，也可以设在建筑物内。
  20. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述横向轨道线和/或纵向轨道线的支柱与轨道采用固定和/或滑动连接，滑动连接使得轨道可以在径向上固定、在轴向上可以滑动。
  21. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述车站与过街天桥建成一体。
  22. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述横向轨道线和/或纵向轨道直接安装在支柱上，轨道车在轨道的上方行驶。
  23. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述横向轨道线和/或纵向轨道线还包括轨道箱，轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。
  24. 如权利要求14所述的空中轨道交通立体网络系统，其特征在于：所述横向轨道线和/或纵向轨道线的轨道分为两层，上层的轨道直接安装在支柱上，轨道车行驶在轨道的上方；所述单条的横向轨道线和/或纵向轨道线还包括轨道箱，下层的轨道安装在轨道箱内，轨道通过轨道箱依靠支柱架设在相邻两车站之间的空中，轨道车悬挂在轨道箱下方沿着轨道下方行走。
PCT/CN2014/089997 2013-10-31 2014-10-31 空中轨道交通系统以及空中轨道交通立体网络系统 WO2015062537A1 (zh)

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CN201310524239.4A CN103523027A (zh) 2013-10-31 2013-10-31 空中双轨列车交通系统
CN201310524250.0 2013-10-31
CN201310524248.3 2013-10-31
CN201310524250.0A CN104590282A (zh) 2013-10-31 2013-10-31 空中轨道交通立体网络系统
CN201310524249.8A CN103523025A (zh) 2013-10-31 2013-10-31 城市空中轨道交通系统
CN201310524247.9 2013-10-31
CN201310524203.6A CN104590279A (zh) 2013-10-31 2013-10-31 具有副轨的空中悬挂轨道列车交通系统
CN201310524203.6 2013-10-31
CN201310524240.7 2013-10-31
CN201310524202.1 2013-10-31
CN201310524247.9A CN104590285A (zh) 2013-10-31 2013-10-31 空中单轨道列车交通系统
CN201310524248.3A CN104590280A (zh) 2013-10-31 2013-10-31 空中悬挂轨道列车交通系统
CN201310524202.1A CN104590281A (zh) 2013-10-31 2013-10-31 双层空中轨道交通系统
CN201310524201.7A CN104590278A (zh) 2013-10-31 2013-10-31 具有上下轨道的空中交通系统
CN201310524237.5 2013-10-31
CN201310524239.4 2013-10-31
CN201310524249.8 2013-10-31
CN201310524240.7A CN103523024A (zh) 2013-10-31 2013-10-31 城际空中轨道交通系统
CN201310524237.5A CN103523026A (zh) 2013-10-31 2013-10-31 城市空中轨道交通立体网络系统
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