WO2021017762A1

WO2021017762A1 - Elevated rail transit system

Info

Publication number: WO2021017762A1
Application number: PCT/CN2020/100415
Authority: WO
Inventors: 陈锡阳; 陈俊恺
Original assignee: 东莞开道科技有限公司
Priority date: 2019-07-30
Filing date: 2020-07-06
Publication date: 2021-02-04
Also published as: CN110329281A; CN110329281B

Abstract

An elevated rail transit system comprises a track system, a driving system, a vehicle system, and a power distribution system. The track system comprises a truss girder (10) provided between two columns (12) and a box-shaped track girder (11) mounted on the truss girder (10). The driving system comprises a travelling mechanism (20) suspended on the track girder (11) and capable of travelling along the track girder (11) in a forward/backward direction. The vehicle system comprises a carriage (30). The carriage (30) is detachably connected to the travelling mechanism (20) by means of a lifting mechanism, such that the carriage (30) is vertically movable. The power distribution system comprises a high-voltage power distribution line (40) and multiple transformers (42) provided on the truss girder (10). The multiple transformers (42) are mounted on the truss girder (10) or the column (12). An output end of the transformer (42) outputs a low-voltage power supply that can be directly used by the travelling mechanism (20). Optimized configurations for the track system, the power distribution system, and the vehicle system are made to the elevated rail transit system having the above structure, thereby effectively reducing construction and operation costs, and improving operation efficiency of the vehicle system.

Description

Air Rail Transit System

Technical field

The invention relates to the technical field of air rail transit, in particular to an air rail transit system.

Background technique

The air rail car (referred to as the air rail) is a suspended monorail transportation system. The track is above the car, supported by steel or concrete pillars in the air. Because the air-rail transportation system moves ground transportation to the air, it can alleviate urban traffic problems without expanding the existing road facilities in the city; and because it only moves the track to the air, instead of being like an elevated light rail or a riding monorail Lifting the entire road into the air, thus overcoming the shortcomings of other rail transit systems, has many outstanding features and advantages in terms of construction and operation. At present, the traditional air rail transit system includes components such as track, column, empty rail car body, walking mechanism and control system. Among them, the track of the system is a steel box beam, called a track beam, and the walking mechanism is on the track beam. Drive the empty rail car body to walk.

technical problem

Although the air rail transit system has been studied and tested for a long time, the existing air rail transit generally has problems such as bloated structure, insufficient system optimization, and insufficient coordination between various systems, such as: installing the rail beam directly on the column As a result, the prefabricated specifications of the track beam are relatively bulky, and the power distribution system cannot be installed on the track beam, so that the power distribution equipment (such as transformer) must be installed on the vehicle. The built vehicle is relatively heavy and not only affects the speed , It also wastes power and energy. Therefore, it is necessary to optimize the system structure of the existing air rail transit system to improve operating efficiency and reduce construction and operating costs.

Technical solutions

The purpose of the present invention is to provide an optimized air rail transit system to improve operation efficiency and reduce construction and operation costs.

In order to achieve the above objective, the present invention discloses an air rail transit system, which includes a rail system, a drive system, a vehicle system and a power distribution system; the rail system includes a truss beam erected between two columns and A track beam with a box structure on a truss beam; the drive system includes a walking mechanism that is suspended on the track beam and can walk back and forth along the track beam; the vehicle system includes a carriage, which is lifted and lowered The mechanism is detachably connected to the walking mechanism, so that the carriage can move up and down in the vertical direction, and the walking mechanism can drive the carriage to walk along the rail beam; the power distribution system is included in the A high-voltage power distribution line and a number of transformers laid on the truss beam, the transformers can be installed on the truss beam or the column, and the output end of the transformer outputs a low-voltage power source that can be directly used by the walking mechanism.

Preferably, the upper chord and/or the lower chord of the truss beam are provided with at least a pair of the track beams, and a pair of the track beams are installed on opposite sides of the truss beam in the longitudinal axis and pass through a plurality of webs. connection.

Preferably, an accommodation space extending along the length of the truss beam is formed in the truss beam, and the accommodation space is used for placing power distribution equipment.

Preferably, the distance between the top surface and the bottom surface of the track beam is a, 0.1m≤a≤0.4m, and the width of the cross section of the track beam is b, 0.1m≤b≤0.4m.

Preferably, an impulse transmission mechanism is provided at the connection between the column and the truss beam, the impulse transmission mechanism includes a pair of hydraulic cylinders and a connecting rod, and a pair of oil nozzles on the hydraulic cylinders are connected by a thin tube , So that the state of the two hydraulic cylinders cannot change suddenly, the connecting rod is fixedly installed on the upright column, and the front and back ends of the connecting rod are also connected to the two truss beams at both ends of the upright column respectively , The base of one of the pair of hydraulic cylinders is fixedly installed on the column, the base of the other of the pair of hydraulic cylinders is fixedly installed on one end of the connecting rod, and the two hydraulic cylinders The piston of the cylinder abuts on the same truss beam.

Preferably, the lifting mechanism includes a suspension board, a hoisting mechanism and a sling; the suspension board is arranged on the top of the carriage and is detachably connected to the carriage through a plurality of slings, and when the carriage is close to the carriage When the suspension board is used, the carriage is in seamless contact with the suspension board, the suspension board is used to support and install the walking mechanism, and the front or rear end of the suspension board is provided with an installation connected to the suspension board The base plate, the hoisting mechanism is installed on the mounting base; one end of the plurality of slings is connected with the carriage, and the other end of the plurality of slings is wound on the hoisting mechanism.

Preferably, the hoisting mechanism includes a hoisting wheel and a hoisting drive connected in transmission with the hoisting wheel, and the plurality of slings includes a first sling connected to the end of the carriage near the hoisting mechanism and A second sling connected to the end of the carriage away from the hoisting mechanism, and the upper end of the second sling extends along the suspension plate to the hoisting wheel.

Preferably, the vehicle system further includes an anti-swing mechanism, the anti-swing mechanism includes a telescopic rod arranged on the carriage and a magnet block arranged on the free end of the telescopic rod, two of the magnet block Each side is provided with a guide wheel, when the telescopic rod extends out of the box, the guide wheel rolls along the column opposite to the carriage, and a certain force is generated between the magnet block and the column The non-contact magnetic attraction, the magnetic attraction is perpendicular to the column.

Preferably, the vehicle system further includes a damping mechanism, the damping mechanism includes a suspension shaft, a suspension fixing cover, a linear motor drive mechanism, and a detection device, the suspension fixing cover is connected to the carriage, and the suspension fixing A support plate is provided at the bottom opening of the cover, the upper end of the suspension shaft is connected to the walking mechanism, the lower end of the suspension shaft passes through the cavity of the suspension fixing cover and is connected to the support plate, and the suspension The shaft can slide up and down in the suspension fixing cover, and the suspension fixing cover is also provided with an elastic member that can be sleeved on the suspension shaft; the linear motor drive mechanism is used for driving according to the vehicle body or the rail The slight fluctuations in the vertical direction provide the suspended fixed cover with an upward reaction driving force in the vertical direction, and the detection device is used to detect the slight amplitude of the displacement or acceleration of the carriage in the vertical direction For the amount of change, the detection device is electrically connected to the linear motor drive mechanism.

Preferably, the elastic member is an air spring, and an airbag communicating with the inner cavity of the air spring is further provided on the mounting substrate, and the volume of the airbag is much larger than the volume of the elastic member.

Preferably, the head and/or the tail of the carriage are covered with a flexible shell with an airbag structure; when the flexible shell is in a deployed state, the carriage has a streamlined structure as a whole.

Preferably, the top of the carriage further has a sleeve extending back and forth, and a movable rod that can slide back and forth along the sleeve is provided in the sleeve, and the rear end of the movable rod is connected to the flexible shell .

Preferably, the walking mechanism includes a driving wheel mechanism and a driven wheel mechanism respectively connected to the front and rear ends of the suspension plate, and a connecting piece and a connecting piece are respectively provided on the driving wheel mechanism and the driven wheel mechanism. When the front and rear carriages are approaching, the connecting piece above the rear carriage and the connecting fitting above the front carriage are automatically connected together, and the air in the flexible shell is released into a contracted state, so that The front and rear carriages are seamlessly connected to form a train.

Preferably, the connecting piece includes a snapping mechanism, the connecting mating piece includes a connecting block; the snapping mechanism includes two opposing occluding pieces, and the two occluding pieces are formed between the two occluding pieces that are compatible with the connecting block. The occlusal space can be relatively pivoted between the two occlusal pieces to open or close the occlusal space, and the occlusal space and the two sides perpendicular to the length extension direction of the occlusal piece have an open structure, So that the connecting block can be slidably separated from the occlusal space.

Preferably, the two sides of the occlusal space perpendicular to the length extension direction of the occlusal piece have an open structure, so that the connecting block can be slidably separated from the occlusal space.

Preferably, the connecting piece is provided with a first electrical contact electrically connected with the electric drive system of the traveling mechanism, and the connection mating piece is provided with an electrical connection with the electric drive system of the traveling mechanism When the connecting piece is connected with the connection mating piece, the first electric contact is electrically connected with the second electric contact.

Preferably, the track system further includes a parking system, the parking system includes a parking rack set on at least one side of the main lane, the parking rack includes two approach roads and a number of parking lanes, the two approach One end of the road is connected to the front and rear positions on the main lane, and the other ends of the two approach roads extend laterally to one side from the main lane. The two ends of each parking lane are connected to the two approach roads. Connected, the parking lane is used to suspend and park rail cars in a centralized manner, and the rail cars can enter and exit any of the parking lanes through the approach road.

Preferably, along the extension direction of the track beam, the opposite ends of the running surface of the two adjacent sections of the track beam are respectively provided with an inclined plane, and the two inclined planes are arranged in a "eight" shape. It also includes a seamless docking system, which includes a wedge-shaped docking block arranged between the two inclined planes. The driving surfaces of the two sections of the track beam are seamlessly butted together through the docking block. A sliding connection structure is provided between the two sides of the docking block and the two opposite inclined surfaces. Through the sliding connection structure, the docking block can slide along the two inclined surfaces in a horizontal plane, so that the two sections The rail beams are relatively close to or far away; the length of the side adjacent to the two inclined surfaces of the connecting block is less than the length of the inclined surface, so that the connecting block is in the two sections of the rail beam Sliding within the driving surface.

Preferably, the air rail transit system further includes a mobile positioning system for real-time positioning of a pair of vehicles traveling on a rail beam, and the mobile positioning system includes a number of coded ribbon groups and a detection system; a number of the coded colors The ribbon groups are arranged at intervals along the extending direction of the track beam, and each of the coded ribbon groups includes several ribbons arranged in parallel and with different color rankings; the detection system is installed on the walking mechanism, and It includes a supporting plate, and a plurality of groups of ribbon detection modules are arranged on the supporting plate, and each of the ribbon detection modules corresponds to one of the ribbons in the coded ribbon group, and each The ribbon detection module includes a plurality of ribbon detectors, and the plurality of ribbon detectors are used to detect the color of light reflected by the ribbon to determine the color of the corresponding ribbon.

Preferably, the detection system further includes a light-shielding plate provided between the two adjacent ribbon detection modules, and the light-shielding plate is used to divide the two adjacent ribbon detection modules. Light receiving space.

Preferably, the detection system further includes a light-transmitting plate arranged between the beam splitter and the coded ribbon group, and a plurality of light-transmitting plates corresponding to each of the color ribbons are arranged on the light-transmitting plate. A gap is formed by the light passing through the gap.

Preferably, a condensing plate is further arranged between the light-transmitting plate and the beam splitter, and a plurality of condensers corresponding to each of the gaps on the light-transmitting plate are arranged on the condensing plate.

Beneficial effect

Compared with the prior art, in the air rail transit system of the present invention, the track system includes a truss beam and a track beam. The track beam is installed and fixed on the column through the truss beam. In this way, the tensile force at different positions along the length of the track beam It can be borne by the truss beam and decomposed to the entire truss beam and track beam, so that the prefabricated specifications of the track beam with the same carrying capacity can be effectively reduced, reducing the weight of the track beam, not only saving materials, but also reducing the difficulty of installation and reducing construction costs In addition, due to the arrangement of the truss beams, high-voltage distribution lines can be laid on the truss beams. Through high-voltage transmission, the transmission distance can be increased, and the loss in the transmission process can be reduced. At the same time, the relatively heavy transformers in the distribution system (including rectifiers) Equipment) is installed on a truss beam or column, which can effectively reduce the weight of the carriage, making the vehicle lightly loaded and running, increasing the running speed, reducing energy consumption during operation, and reducing operating costs; in addition, the carriage can be vertically lifted through the lifting mechanism to facilitate It can be seen that the optimized configuration of the above-mentioned rail system, power distribution system and vehicle system effectively reduces the construction and operating costs and improves the operating efficiency of the vehicle system.

Description of the drawings

FIG. 1 is a schematic diagram of a three-dimensional structure of a section of a track system in one embodiment of the present invention.

Fig. 2 is a schematic diagram of the three-dimensional structure of the truss beam in Fig. 1.

3 is a schematic diagram of the three-dimensional structure of the track beam in the embodiment of the present invention.

4 is a schematic diagram of a three-dimensional structure of a section of a track system in another embodiment of the present invention.

Fig. 5 is an enlarged view of area D in Fig. 4.

Fig. 6 is a schematic diagram of the connection structure between the vehicle system and the drive system in one of the embodiments of the present invention.

Fig. 7 is a schematic diagram of the compartment and the suspension plate in Fig. 6 in a separated state.

Fig. 8 is a schematic diagram of winding the sling in Fig. 7.

FIG. 9 is a schematic diagram of an enlarged structure of area A in FIG. 8.

10 is a schematic diagram of the connection structure between the vehicle system and the drive system in another embodiment of the present invention.

FIG. 11 is a schematic diagram of the three-dimensional structure of the suspended fixed cover in FIG. 10.

FIG. 12 is an exploded schematic diagram of FIG. 10 from one of the viewing angles.

FIG. 13 is an exploded schematic diagram of FIG. 10 from another perspective.

FIG. 14 is a schematic diagram of the operating state of the vehicle system in one of the embodiments of the present invention.

FIG. 15 is a schematic diagram of an enlarged structure of area B in FIG. 14.

Fig. 16 is a schematic diagram of the connection state of the connecting piece and the connecting fitting in the embodiment of the present invention.

FIG. 17 is a schematic diagram of the three-dimensional structure of the connector in FIG. 16.

18 is a schematic diagram of the three-dimensional structure of the parking system in the embodiment of the present invention.

Figure 19 is a schematic structural diagram of a seamless docking system in an embodiment of the present invention.

Fig. 20 is an exploded schematic diagram of Fig. 19.

Fig. 21 is a schematic view of the end surface structure along the direction of Fig. 19F1.

22 is a schematic diagram of the three-dimensional structure of the seamless docking system in the embodiment of the present invention with the docking block in one of the states.

FIG. 23 is a schematic diagram of the three-dimensional structure of the seamless docking system in the embodiment of the present invention with the docking block in another state.

24 is a schematic diagram of the three-dimensional structure of the seamless docking system in the embodiment of the present invention when the docking block is in another state.

Figure 25 is a schematic diagram of the installation structure of the mobile positioning system in an embodiment of the invention.

Fig. 26 is a schematic diagram of the principle structure of a mobile positioning system in an embodiment of the invention.

Fig. 27 is a left side view of the light shielding plate installed on the support plate in Fig. 26;

FIG. 28 is a schematic diagram of the three-dimensional structure of the light-transmitting plate in FIG. 26.

The best mode of the invention

In order to explain in detail the technical content, structural features, implementation principles, and achieved objectives and effects of the present invention, the following detailed descriptions are given in conjunction with the embodiments and accompanying drawings.

The invention discloses an air rail transit system, which includes a rail system, a driving system, a vehicle system and a power distribution system. As shown in Figs. 1 and 3, the track system includes a truss beam 10 erected between two uprights 12 and a track beam 11 in a box structure mounted on the truss beam 10. As shown in Figures 4 and 5, the drive system includes a traveling mechanism 20 that is suspended on the rail beam 11 and can walk back and forth along the rail beam 11. The vehicle system includes a carriage 30 and a lifting mechanism arranged on the carriage 30. The carriage 30 passes through the lifting mechanism It is detachably connected with the traveling mechanism 20 so that the carriage 30 can move up and down in the vertical direction, and the traveling mechanism 20 can drive the carriage 30 to walk along the rail beam 11. As shown in Figure 2, the power distribution system includes a high-voltage power distribution line 40 and a number of transformers 42 laid on the truss beam 10. The high-voltage power distribution line 40 can be installed at the bottom of the truss beam 10, or on the side of the truss beam 10 and the track. On the web 100 between the beams 11, a number of transformers 42 can be installed on the truss beam 10 or the column 12, and the output end of the transformer 42 outputs a low-voltage power supply that can be directly used by the traveling mechanism 20.

In the above-mentioned air rail transit system of the present invention, the rail system includes a truss beam 10 and a rail beam 11. The rail beam 11 is installed and fixed on the column 12 through the truss beam 10, and the tensile force at different positions along the length of the rail beam 11 can be The truss girder 10 is borne and decomposed to the entire truss girder 10 and the track girder 11, so that the prefabricated specifications of the track girder 11 with the same carrying capacity are effectively reduced, and the weight of the track girder 11 is reduced, which not only saves materials, but also reduces the installation difficulty. Reduce construction costs; in addition, due to the arrangement of the truss girder 10, high-voltage power distribution lines 40 can be laid on the truss girder 10. Through high-voltage transmission, the transmission distance is increased, and the loss in the transmission process is reduced. At the same time, the power distribution system can be compared The bulky transformer is installed on the truss beam 10 or the column 12, which can effectively reduce the weight of the carriage 30, making the vehicle lightly loaded and running, increasing the running speed, reducing energy consumption during operation, and reducing operating costs. Furthermore, in the vehicle system, the carriage 30 The vertical lifting mechanism can be realized through the lifting mechanism, which is convenient for getting on and off passengers. It can be seen that through the optimized configuration of the above-mentioned rail system, power distribution system and vehicle system, construction and operation costs are effectively reduced, and the operating efficiency of the vehicle system is improved.

As shown in FIGS. 1 and 2, a pair of rail beams 11 are provided on the upper chord of the truss beam 10. The pair of rail beams 11 are installed on opposite sides of the long axis of the truss beam 10 and connected by a plurality of web members 100. In this embodiment, as shown in FIG. 3, the track beam 11 is a steel box beam, the carriage 30 can be hung at the slot 110 on the bottom wall of the track beam 11, and the walking mechanism 20 is located inside the track beam 11 and can follow the track beam. 11 walking, the gravity from the carriage 30 directly acts on the rail beam 11. In the above embodiment, due to the special truss structure of the truss beam 10, the upper chord has compression resistance and the lower chord has tension resistance. When the track beam 11 is pulled by the vertical downward gravity, the upper chord of the truss beam 10 has a center Due to the tendency of extrusion, the lower chord of the truss beam 10 has a tendency to pull to both sides. Under the interaction of these two trends, the truss beam 10 as a whole has a relatively high resistance to deformation, and because the track beam 11 passes through a number of web members 100 and The truss girder 10 is connected to make the track girder 11 and the truss girder 10 become a whole. The track girder 11 and the truss girder 10 are combined together. The gravity load from the rail car will be transmitted to the truss girder 10 through the web 100. The deformation resistance and carrying capacity of the track beam 11 are improved as a whole, that is, the height of the track beam 11 itself can be greatly reduced under the same carrying load requirements. Here, the height of the track beam 11 itself refers to the top of the track beam 11. The height between the surface and the bottom surface, under normal circumstances, the greater the height of the track beam 11, the stronger the bending resistance in the vertical plane. Preferably, in this embodiment, the height of the track beam 11 is preferably a, 0.1m≤a≤0.4m, and the width of the cross section of the track beam is b, 0.1m≤b≤0.4m, which is compared with the traditional track The beam 11 often needs a height of one to two meters, and the overall cost of construction can be greatly saved even if the material required for the added truss beam 10 is considered. At the same time, due to the arrangement of several web rods 100, the track beam 11 is divided into several support sections, so that the tensile resistance of the track beam 11 from the head end to the tail end is almost the same, so as to avoid the problem of the large span of the track beam 11 The different stresses in each section give the rail car a sense of bumps. For the rail car, walking on the track beam 11 of the above structure can effectively reduce the bumps and has good stability. In addition, the arrangement of the web rod 100 in the above embodiment also increases the carrying capacity per unit length of the track beam 11, so the density of the rail car suspended on the track beam 11 can be appropriately increased. Secondly, since the height of the track beam 11 itself can be greatly reduced, when the carriage 30 is suspended on the track beam 11, the height space occupied by the carriage 30 overlaps with the truss beam 10, that is, the truss beam 10 does not occupy additional space height, which reduces the track The beam 11 has requirements for space height, which is convenient for passing overpass bridges, culverts, etc., and it is easy to build an air rail transit system on existing urban roads. In this embodiment, one or more pairs of track beams 11 can be provided on the truss beam 10 according to the traffic demand.

As shown in FIG. 2, an accommodation space 101 extending along the length direction of the truss beam 10 is formed in the truss beam 10, and the accommodation space 101 is used for placing the power distribution equipment 41. In this embodiment, the power distribution equipment 41, such as transformers, rectifiers, circuit breakers, etc., can be placed in the accommodating space 101 of the truss beam 10, so there is no need to provide additional installation structures for the power distribution equipment 41, and the construction is convenient. save costs.

In order to cope with the effects of thermal expansion and contraction, the track beams 11 are arranged in sections, and there is a certain gap between the front and rear adjacent track beams 11, which makes the horizontal force between the front and rear track beams 11 unable to be applied. When the braking impulse is generated on a certain track beam 11 (due to braking), the braking impulse can only be transmitted to the column 12 to which the track beam 11 belongs, and then transmitted to the ground. However, in the moment of the vehicle In the case of a large braking impulse, a large bending moment will be generated for the column 12, which will cause the column 12 to bend and damage, thereby affecting the life of the column 12. To avoid this hazard, the column 12 needs to be designed larger The flexural resistance of the steel plate, the material cost consumed is also greater, and the cross-section and area of the column 12 are larger, which also affects the appearance. Therefore, preferably, as shown in Figures 4 and 5, an impulse transmission mechanism can be provided at the connection between the column 12 and the truss beam 10, through which the braking impulse generated on a certain track beam 11 can be transmitted to other The track beam 11 is used to reduce the bending moment of the single column 12. Specifically, the impulse transmission mechanism includes a pair of hydraulic cylinders 16 and a connecting rod 17. The oil nozzles on the pair of hydraulic cylinders 16 are connected by a thin tube 160, so that the state of the two hydraulic cylinders 16 cannot change suddenly, that is, the two hydraulic cylinders 16 The upper piston cannot move quickly, and can only change slowly through the thin tube 160 (one of the hydraulic cylinders 16 is extended and the other hydraulic cylinder 16 is compressed). The connecting rod 17 is fixedly installed on the column 12, and the front and rear ends of the connecting rod 17 are also respectively connected to the two truss beams 10 at both ends of the column 12, and the base of one of the pair of hydraulic cylinders 16 is fixedly installed on the column 12 , The base of the other of the pair of hydraulic cylinders 16 is fixedly installed at one end of the connecting rod 17, and the pistons of the two hydraulic cylinders 16 abut on the same truss beam 10.

The working principle of the above-mentioned impulse transmission mechanism is described in detail below: For ease of description, the two hydraulic cylinders 16 are respectively a first hydraulic cylinder 16' and a second hydraulic cylinder 16", and the two truss beams 10 before and after the column 12 are respectively the first truss beam 10. 'And the second truss beam 10", the two track beams 11 before and after the column 12 are the first track beam 11' and the second track beam 11", when the first track beam 11' produces a braking force in the direction of Figure 4F1 At this time, the braking impulse is transmitted to the second hydraulic cylinder 16" through the first truss beam 10'. At this time, since the state of the hydraulic cylinder 16 cannot undergo sudden changes, it is equivalent to a rigid element. Therefore, the braking impulse passes through the second hydraulic cylinder 16” is transferred to the upright column 12. In this process, the second hydraulic cylinder 16” generates a thrust against the upright column 12, and then the upright column 12 transmits the braking impulse to the second truss beam 10” through the connecting rod 17, thereby The braking impulse is distributed to the front and rear truss beams 10, and finally the braking impulse is digested by the plurality of uprights 12. In the same way, when the second rail beam 11" produces the braking force in the direction of F2 in Figure 4 When impulsive, the braking impulse is transmitted to the upright 12 through the second rail beam 11" and the connecting rod 17, and then the braking impulse is transmitted to the second hydraulic cylinder 16" through the upright 12, and then transmitted through the second hydraulic cylinder 16" To the first truss beam 10', thereby, the braking impulse is continuously transmitted. In this process, the second hydraulic cylinder 16" generates a pulling force on the column 12. Since the connecting rod 17 connects the front and rear truss beams 10 into one body, when the front and rear truss beams 10 undergo thermal expansion and contraction, the thermal expansion and contraction occur slowly, so the stress generated by the front and rear truss beams 10 will cause One of the two hydraulic cylinders 16 is compressed, and the other is extended, thereby adjusting the distance between the two truss beams 10 to achieve the effect of coping with thermal expansion and contraction. To sum up, the impulse transmission mechanism in this embodiment connects the front and rear truss beams 10 into one body through a pair of hydraulic cylinders 16 and a connecting rod 17, so that they can transmit braking impulse to each other. The oil circuit is also connected by a thin tube 160, so the two hydraulic cylinders 16 can automatically adjust the distance between the two truss beams 10 following the effect of thermal expansion and contraction.

As shown in Figure 7, the lifting mechanism includes a suspension plate 40, a hoisting mechanism 41 and a sling 42; the suspension plate 40 is arranged on the top of the car 30, and is detachably connected to the car 30 through a number of slings 42, and when the car 30 is close to the suspension When the board 40 is installed, the carriage 30 is in seamless contact with the suspension board 40. The suspension board 40 is used to support and install the walking mechanism 20. The front or rear end of the suspension board 40 is provided with a mounting base 43 connected to the suspension board 40, and the hoisting mechanism 41 is installed On the mounting base plate 43; one end of a number of slings 42 is connected to the carriage 30, and the other end of a number of slings 42 is wound on the hoisting mechanism 41. In this embodiment, the traveling mechanism 20 is installed on the suspension plate 40. When the carriage 30 is raised to the upper end and fixed with the suspension plate 40, the traveling mechanism 20 drives the carriage 30 to move along the rail beam 11 through the suspension plate 40. The car 30 and the suspension plate 40 are detachably connected by a sling 42. Since the hoisting mechanism 41 is installed at one end of the car 30 and does not occupy the space on the top of the car 30, the top wall of the car 30 is It is seamlessly abutted with the suspension plate 40, thereby shortening the distance between the carriage 30 and the rail beam 11 to the greatest extent. Since the safety distance between the carriage 30 and the road surface is fixed, the distance between the carriage 30 and the road surface is fixed. The distance between 30 and the track beam 11 can reduce the installation height of the track beam 11, thereby reducing the construction difficulty and construction cost, especially when erecting through existing overpasses and tunnels, only the track is erected above a fast lane, which can satisfy Minibuses and small cars with a normal driving height of less than 2.7 meters under the track, and large vehicles with a height limit of 4.5 meters are driving on the main lane, so there is no need to build bridges and tunnels. In addition, when the car 30 is traveling at a high speed, the car 30 directly abuts the suspension plate 40, which can also reduce the swing amplitude of the car 30, which is conducive to sharp turns.

As shown in Figures 7 and 8, the hoisting mechanism 41 includes a hoisting wheel 410 and a drive 411 connected in transmission with the hoisting wheel 410. The plurality of slings 42 includes a first sling 420 connected to the end of the car 30 near the hoisting mechanism 41. And the second sling 421 at the end away from the carriage 30 where the hoisting mechanism 41 is located, and the upper end of the second sling 421 extends along the roof to the hoisting wheel 410. In this embodiment, the first sling 420 and the second sling 421 are respectively fixed at the front and rear ends of the carriage 30, and the second sling 421 extends along the top cover to the hoisting wheel 410, thereby passing through the The hoisting wheel 410 simultaneously drives the first sling 420 and the second sling 421 to move. Preferably, there are two hoisting wheels 410. The two hoisting wheels 410 are connected to the driver 411 through a drive shaft 412. Each hoisting wheel 410 is wound with a first sling 420 and a second sling 420. Sling 421. Each winding wheel 410 is provided with two adjacent winding grooves. One winding groove is used to wind the first sling 420, and the other winding groove is used to wind the first winding groove on the winding wheel 410. The sling 420 is opposite to the second sling 421, the first sling 420 and the second sling 421 are respectively fixed at the two corners of the front and rear ends of the car 30 to form a stable hoisting of the car 30.

As shown in Figures 7 and 9, in order to prevent the carriage 30 from swinging sideways during the lifting process, the vehicle system also includes an anti-swing mechanism. The anti-swing mechanism includes a telescopic rod 310 arranged on the carriage 30 and a telescopic rod. The magnet block 311 at the free end of the magnet block 311 is provided with a guide wheel 312 on both sides of the magnet block 311. When the telescopic rod 310 extends out of the car 30, the guide wheel 312 rolls along the column 12 opposite to the car 30. The magnet block 311 and the column 12 A non-contact magnetic attraction with a certain strength is generated between them, and the magnetic attraction is perpendicular to the column 12. During the lifting and lowering process of the carriage 30, the telescopic rod 310 is in the extended state. At this time, the guide wheel 312 rolls along the column 12, and the magnet block 311 is close to the column 12 with a distance of 1-5 mm between the magnet block 311 and the column 12 A horizontal magnetic attraction force is generated between 12, which makes the carriage 30 tend to maintain the same horizontal distance as the column 12 and avoid generating torque. In the vertical direction, when the carriage 30 does not swing, the magnet block 311 and The magnetic attraction force at the upper and lower positions of the column 12 is the same. Therefore, the magnetic attraction force controls the swing of the car 30 while not affecting the up and down movement of the car 30. Specifically, the free end of the telescopic rod 310 is provided with a fixed box 313 facing the opening of the column 12, the magnet block 311 is embedded in the fixed box 313, and the wheel edge of the guide wheel 312 protrudes from the opening surface of the fixed box 313, when When the telescopic rod 310 is extended, the guide wheel 312 abuts against the column 12 to ensure that the magnet block 311 and the column 12 are in a non-contact state.

As shown in Figures 10 to 13, the vehicle system also includes a damping mechanism. The damping mechanism includes a suspension shaft 320, a suspension fixing cover 321, a linear motor drive mechanism and a detection device. The suspension fixing cover 321 is connected to the carriage 30, and the suspension fixing cover A pallet 324 is provided at the bottom opening of the 321. In this embodiment, the suspension cover 321 is provided with two openings, namely the upper opening 3210 close to the running mechanism 20 and the lower opening 3211 close to the carriage 30, and the upper opening 3210 The caliber is equivalent to that of the suspension shaft 320, and the caliber of the lower opening 3211 is equivalent to the caliber of the support plate 324. The upper end of the suspension shaft 320 is connected to the traveling mechanism 20, the lower end of the suspension shaft 320 passes through the cavity of the suspension fixing cover 321 through the upper opening 3210 and is connected to the support plate 324, and the suspension shaft 320 can slide up and down in the suspension fixing cover 321. When the track beam 11 fluctuates in the vertical direction, the suspension shaft 320 drives the support plate 324 to move up and down in the inner cavity of the suspension fixing cover 321. The suspension cover 321 is also provided with an elastic member 325 that can be sleeved on the suspension shaft 320. The bottom of the elastic member 325 abuts against the support plate 324, and the top of the elastic member 325 abuts against the top wall of the suspension cover 321. The support plate The up and down movement of 324 will change the compression amount of the elastic member 325. The linear motor drive mechanism is used to provide the suspended fixed cover 321 with a counter-driving force in the vertical direction according to the slight fluctuation of the carriage 30 in the vertical direction, and the detection device is used to detect the displacement or the vertical direction of the carriage 30 The detection device is electrically connected to the linear motor drive mechanism for the slight change in acceleration.

The working principle of the above-mentioned damping mechanism is: the weight of the carriage 30 is pressed on the elastic member 325 through the suspension fixing cover 321, that is, the suspension shaft 320 hoists the carriage 30 through the supporting plate 324 and the elastic member 325. When the carriage 30 is running smoothly, The gravity G of the compartment 30 and the supporting force F of the elastic member 325 to the suspension fixed cover 321 are balanced (equal in magnitude but opposite in direction). When the track beam 11 fluctuates in the vertical direction, the suspension shaft 320 will follow the undulating movement of the driving mechanism, and the undulating movement of the suspension shaft 320 will cause the elastic force of the elastic member 325 to change, that is, the elastic member 325 will affect the suspension fixed cover. The supporting force F of the 321 changes and becomes F', so that the suspended fixed cover 321 generates a driving force F _q in the vertical direction, F _q =F'-G, according to the formula F=m*a, the driving force F _q makes the carriage 30 produce acceleration in the vertical direction, and then produces displacement, and when the acceleration or displacement of the carriage 30 in the vertical direction changes slightly, it is obtained by the detection device, and the detection device transmits this change to the linear motor The driving mechanism, the linear motor driving mechanism provides the suspension fixed cover 321 with a counter-driving force F _q'that is opposite to the above-mentioned driving force F _{q in the} same magnitude, and F _q'and F _q are equal in magnitude but opposite in direction, so that the suspended fixed cover 321 The resultant force in the vertical direction is zero, that is, the balance is reached again, and finally the undulating trend of the rail car in the vertical direction is stopped. In this way, when the track beam 11 undulates, the compression of the elastic member 325 will follow The suspension shaft 320 has a certain change, but the car 30 will return to a static equilibrium state after slightly moving in the vertical direction, so that the undulating vibration of the car 30 is reduced to a minimum, so that passengers can hardly feel the vibration and improve Passenger's sense of riding experience. The linear motor drive mechanism in this embodiment is a voice coil motor. The voice coil motor includes a stator 3220 and a mover 3221 arranged in a cavity formed by a suspended fixed cover 321. One of the stator 3220 and the mover 3221. One is sleeved on the bottom end of the suspension shaft 320 and connected to the support plate 324, and the other of the stator 3220 and the mover 3221 is sleeved on the upper part of the suspension shaft 320 and connected to the suspension fixing cover 321.

It can be seen from the above that the detection device can check the displacement change or acceleration change of the carriage 30. Therefore, the inspection device can adopt either of the following two different methods. One is: as shown in Figures 14 and 15, including the carriage 30 The displacement detector 3230 moves synchronously and the detection belt 3231 is arranged parallel to the track along the extension direction of the track. The detection belt 3231 is used as a reference plane. The displacement detector 3230 uses the detection belt 3231 as the reference plane to detect the carriage 30 in the vertical direction in real time. The amount of displacement change. The displacement detector 3230 may use a high-precision laser rangefinder to capture millimeter-level fluctuations of the carriage 30 in the vertical direction. The detection belt 3231 can be made of high polymer material or super molecular polyethylene material. It is light in weight, not easy to bend and deformed under the action of its own weight, and is strong and durable. When using, the two ends of the detection belt 3231 are tightened and fixed on each track along the track On the uprights 12 at both ends of the section, the detection belt 3231 is not affected by the gravity of the carriage 30. The other two is: the detection device includes a high-precision acceleration sensor (not shown in the figure) arranged on the car 30, and the motion of the linear motor driving mechanism is adjusted by the acceleration of the car 30 detected by the acceleration sensor.

Preferably, since the weight of the carriage 30 is relatively large, even if the compression amount of the elastic member 325 is changed in a small amplitude, the elastic force of the elastic member 325 will change greatly. At this time, the power of the linear motor drive mechanism is proposed to be higher. Therefore, in order to reduce the power burden of the linear motor drive mechanism, as shown in Fig. 10 and Fig. 13, the elastic member 325 may preferably be an air spring, and an air bag 326 communicating with the inner cavity of the air spring may be provided on the mounting base 43. The volume of the airbag 326 is much larger than the volume of the air spring. Because the airbag 326 communicates with the inner cavity of the air spring, the pressure change of the air spring due to the change in the compression amount is digested by the air spring and the airbag 326. The volume of the airbag 326 is much larger than the volume of the air spring. Most of the change in pressure will be digested by the airbag 326. When the airbag 326 is not installed, if the compression change of the air spring is 20mm, a pressure change of 5000N will be produced. When the airbag 326 is added, the pressure change of the air spring can be reduced to 50N, thereby reducing the The power requirements of the linear motor drive mechanism. Generally, the weight of the car 30 is constant during driving. When the weight of the car 30 is changed by the change of passengers getting on and off the car, the pressure of the air spring and the air bag 326 can be adjusted by the air pump, so that the air spring is compressed when the car 30 is static and balanced. The median position of the quantity has room for movement in the ups and downs.

Please refer to FIG. 6 again. The head and/or tail of the compartment 30 is covered with a flexible housing 300 with an airbag structure. When the flexible housing 300 is in the deployed state, the compartment 30 has a streamlined structure as a whole, that is, the flexible housing 300 can After being inflated and deployed, when the flexible housing 300 is in the deployed state, the cabin 30 as a whole assumes a streamlined structure that gradually contracts toward the head and tail. In this embodiment, only the tail is covered with a flexible shell 300, and the head is a rigid shell. When the carriage 30 is in the process of traveling, the flexible shell 300 can be inflated and deployed to form an airbag. In this way, when the two cars 30 collide with each other, the flexible shell 300 in the deployed state can effectively slow the collision force, thereby achieving effective The purpose of protecting the compartment 30 and passengers. In addition, when the carriages 30 with the above structure are connected together to form a train, the air in the flexible housing 300 can be released to make it in a soft state. When the vehicles are docked, the front of the rear carriage 30 can be inserted into the front carriage 30. In the flexible shell 300, the seamless connection of multiple cars 30 is achieved, which further reduces the overall drag coefficient of the train. Furthermore, according to the principle of fluid mechanics, generally speaking, when a vehicle is running at a high speed, the resistance caused by the appearance comes from the vacuum area behind the vehicle. The larger the vacuum area, the greater the resistance. In this embodiment, because of the flexibility When the shell 300 is in the unfolded state, its appearance is a streamlined structure that gradually shrinks from the rear of the vehicle, which effectively reduces the airflow vacuum area behind the vehicle compartment 30 and achieves the purpose of reducing wind resistance. The flexible housing 300 in this embodiment is in the shape of a drop when it is in the unfolded state, thereby minimizing the drag coefficient of the cabin 30. The flexible housing 300 in this embodiment may be a material that can form an airbag structure, such as plastic material, cloth, or the like. The flexible housing 300 is fixed to the rear of the vehicle by rivets, bonding or other methods. The flexible housing 300 can be inflated through an air pump, or a gap can be reserved between the flexible housing 300 and the compartment 30. When the compartment 30 is traveling at a high speed, the flexible housing 300 can be filled with air through the gap.

As a further improvement, as shown in Figure 6, the top of the compartment 30 also has a sleeve 301 extending forward and backward. In this embodiment, the sleeve 301 is installed on the suspension plate 40. The sleeve 301 is provided with a movable movable back and forth along the sleeve 301. A rod 302, the rear end of the movable rod 302 is connected with the flexible housing 300. In this embodiment, the sleeve 301 is installed on the suspension plate 40 above the carriage 30, and a piston structure is formed between the sleeve 301 and the movable rod 302. When the flexible housing 300 is in a loose state, the movable rod 302 can be flexible The housing 300 provides a supporting pulling force to prevent the rear end of the flexible housing 300 from falling. When the flexible housing 300 is gradually blown up, it drives the movable rod 302 to be pulled out of the sleeve 301. In addition, due to the cooperation of the sleeve 301 and the movable rod 302, when the two carriages 30 collide, if the movable rod 302 is hit by the front of the rear carriage 30, the movable rod 302 will slide forward rapidly along the sleeve 301, then Inside the sleeve 301, between the end of the movable rod 302 located in the sleeve 301 and the inner wall of the front end of the sleeve 301, a reverse blocking airflow that blocks the forward movement of the movable rod 302 is formed. Under the action of the reverse blocking airflow, the airflow is slowed down. The forward movement speed of the movable rod 302 further slows the forward movement of the carriage 30 under the force of the collision, and reduces the impact force of the collision on the human body and the vehicle. In addition, there is a gap between the movable rod 302 and the sleeve 301 for air to enter and exit, so that air can slowly enter and exit the sleeve 301 to achieve the purpose of buffering collision. Of course, the sleeve 301 can be filled with liquid, such as oil, which can greatly increase the impact force of the movable rod 302 against the impact.

In order to facilitate the connection between the front and rear vehicle systems on the track beam 11 to form a train system, and to reduce the impact energy during the connection or collision between the two vehicle systems, as shown in FIG. 6, the traveling mechanism 20 includes a suspension plate 40, respectively. The driving wheel mechanism 200 and the driven wheel mechanism 201 are respectively connected at the front and rear ends. The driving wheel mechanism 200 and the driven wheel mechanism 201 are respectively provided with a connecting piece 21 and a connecting fitting 22. When the front and rear two carriages 30 are approaching, the rear The connecting piece 21 above the carriage 30 and the connecting fitting 22 above the front carriage 30 are automatically connected together, and the air in the flexible housing 300 is released into a contracted state, so that the front and rear carriages 30 are seamlessly connected to become a train, and the front and rear carriages 30 The carriage 30 has the same motion state. When the front rear two cars 30 are close to the extreme position and are about to collide, the connecting member 21 above the rear car 30 is connected with the connecting fitting 22 above the front car 30, and the front and rear two cars 30 are connected together. For each car For cars 30 with similar masses, according to the law of conservation of momentum, the momentum change when they are connected after a collision is one-half of the momentum change when they are separated after a collision, so that the collision brings each car 30 The impact of the vehicle has been reduced by half, thereby effectively improving the safety and experience of passengers. It can be seen that through the above-mentioned connection structure, not only can multiple cars 30 be connected into a train, but also automatic connection when the cars 30 collide, thereby reducing the collision damage of the cars 30 and improving the safety performance of the cars 30.

As shown in FIG. 16, the connecting member 21 includes a snapping mechanism, and the connecting mating member 22 includes a connecting block 221. When the front and rear compartments 30 are approaching, the connecting block 221 is bitten by the occluding mechanism, making it a whole. Specifically, as shown in Figure 17, the occlusal mechanism includes two opposing occlusal pieces 210. An occlusal space 211 adapted to the connecting block 221 is formed between the two occluding pieces 210. The two occluding pieces 210 can be relatively pivoted to move. The occlusal space 211 is opened or closed. When the connecting block 221 is in contact with the two engaging pieces 210, as the two carriages 30 approach further, the two engaging pieces 210 pivot in the opposite direction under the contact action of the connecting block 221, opening the engaging space 211, and when the connecting block 221 enters into engaging After the space 211, the two biting pieces 210 are reset, so that the connecting block 221 is fixed in the biting space 211, and the fixed connection of the two rail cars is completed. Of course, in order to simplify the structure, the bite piece 210 can also have only one of the upper or lower pieces.

Specifically, the biting piece 210 includes a pivoting portion 212 and a biting portion 213 and a driving portion 214 respectively located at both ends of the pivoting portion 212. The biting portion 213 is provided with a barb portion 215 protruding into the biting space 211, and the driving portion 214 It is used to drive the biting portion 213 to pivot relative to the pivoting portion 212, so that the biting portions 213 on the two biting pieces 210 open or close each other. In this embodiment, after the connecting block 221 enters the occlusal space 211, the barb portion 215 located on the occlusal portion 213 prevents the connecting block 221 from leaving the occluding space 211. When it is necessary to open the connection between the two carriages 30, pull The driving portion 214 on the bite piece 210 causes the two bite pieces 210 to pivot in opposite directions with their respective pivoting portions 212 rotation centers, so that the bite portions 213 on the two bite pieces 210 move away from each other, open the bite space 211, and release the connection Block 221. Please continue to refer to FIG. 17, a controllable driving member 216 is provided between the two driving parts 214. The driving part 216 is used to drive the two driving parts 214 to move closer or farther away. When it is necessary to open the occlusal space 211 to release the connecting block 221, the driving part 216 pulls one or both of the two driving parts 214 to approach each other, so that the biting part 213 is opened. Preferably, the driving member 216 is an electromagnet, and the electromagnet can attract one of the two driving parts 214, and can also attract both of the two driving parts 214 at the same time.

Under normal circumstances, in a train, a vehicle needs to be effectively separated from the front and rear vehicles before it can be turned away from the train at the turnout. If a vehicle and the front and rear vehicles do not realize the steering without separation, it will cause the entire train of rail cars to instantly get stuck at the turnout position. In the accident, the entire train of railcars stops instantly from high-speed driving, and the impact force on the vehicles and personnel will be abnormally large. To solve this technical problem, preferably, as shown in Figure 16, the bite space 211 is perpendicular to the length of the bite piece 210. The two sides of the two sides are open structures, so that the connecting block 221 can be separated from the occlusal space 211 sideways, so that any carriage 30 can split on the turnout without front and rear separation operations, which greatly reduces the risk of lane jamming. As shown in FIG. 16, the connecting block 221 can slide left and right along the C1-C2 direction to realize the separation of the connecting block 221 from the occlusal space 211.

In addition, when the power system on a certain vehicle in the train is powered off due to a fault or other reasons, the vehicle can only be dragged down the rail beam 11, which will inevitably affect the operating efficiency of the entire train. To solve this problem, such as As shown in FIG. 16, the occlusal space 211 in the above embodiment is provided with a first electrical contact 217 electrically connected to the power system on the traveling mechanism 20, and a groove is provided on the connecting block 221, and the groove is embedded with The second electrical contact 220 electrically connected to the power system on the traveling mechanism 20, when the connecting block 221 enters the occlusal space 211, the first electrical contact 217 and the second electrical contact 220 are electrically connected. Through the arrangement of the first electrical contact 217 and the second electrical contact 220, when one of the trains composed of multiple carriages 30 is powered off, it can be provided by the power system of the traveling mechanism 20 above the other carriages 30 electricity supply. In this embodiment, the first electrical contact 217 and the second electrical contact 220 are fixed by insulating rubber plugs. The first electrical contact 217 and the second electrical contact 220 can not only transmit electric energy, but also can be used for carrier wave transmission of information, detecting whether the bite piece 210 enters the bite space 211, and so on.

As shown in Figure 18, the track system also includes a parking system. The parking system includes a parking frame 14 arranged on at least one side of the main lane 13 formed by the rail beam 11. In this embodiment, the left and right sides of the main lane 13 A parking rack 14 is set opposite to each other. The parking rack 14 includes two approach roads 141 and a number of parking lanes 140. One end of the two approach roads 141 is connected to the front and rear positions on the main lane 13 respectively. One approach road 141 is used to enter the parking rack 14 from the main lane 13 Another approach road 141 is used to exit from the parking rack 14 and enter the main lane 13. The other end of the two approach roads 141 extends on one side of the autonomous lane 13 laterally, and both ends of each parking lane 140 are connected to the two approach roads 141 respectively. The parking lane 140 is used to centrally suspend and park rail cars (including vehicle systems and driving systems), and the rail cars can enter or exit any parking lane 140 through the approach road 141. With the parking system with the above structure, the railcar can enter any one of the parking lanes 140 from the main lane 13 through one of the approach roads 141, and enter the main lane 13 through the other approach road 141 from the parking lane 140, thereby realizing parking The efficient docking between the road 140 and the main lane 13. In addition, since several parking lanes 140 can be set up in parallel between the two approach roads 141, a certain length of space on the side of the main lane 13 can park multiple vehicles in a concentrated manner. Railcars, so as to realize the centralized parking of railcars. Extending the longitudinal distance of the parking rack 14 can quickly increase the number of railcar parking spaces. This not only effectively uses the idle space on the ground road to build parking spaces, but also reduces The mileage and energy consumption of railcars traveling without load can reduce the waiting time for users to enter and exit the station.

Preferably, the main lane 13 may be a double-decker lane extending in parallel, including an upper lane 130 and a lower lane 131. On the same side of the upper lane 130 and the lower lane 131, a parking rack 14 is respectively provided on the same side of the upper and lower floors. The approach roads 141 in the two parking racks 14 are connected by a ramp 132, and through the ramp 132, the railcar can be switched between the upper and lower parking racks 14. In this embodiment, there are two ramps 132, 132' between the upper parking rack 14 and the lower parking rack 14, and one of the ramps 132 is used to reach the upper parking rack 14 from the lower parking rack 14. Another ramp 132' is used to reach the lower parking rack 14 from the upper parking rack 14 so that it can be switched between the upper lane 130 and the lower lane 131, thereby realizing the three-dimensional parking of rail cars. Preferably, the left and right sides of the upper lane 130 and the lower lane 131 are respectively provided with a parking rack 14 opposite to each other, wherein the two parking racks 14 on both sides of the upper lane 130 are connected by a circular U-turn lane 15. The railcar located on one side of the main lane 13 can turn to the other side of the main lane 13 through the U-turn lane 15 to realize the U-turn driving, which is convenient and fast. Since the U-turn lane 15 is located on the upper level, when the railcar on the lower lane 131 needs to change direction through the U-turn lane 15, it needs to enter the upper parking rack 14 through the ramp 132 first, and then go through the approach road 141 in the upper parking rack 14 Enter U-turn lane 15.

In order to solve the problem of thermal expansion and contraction of the track beam 11, as shown in Figures 19 and 20, along the extending direction of the track beam 11, the opposite ends of the running surface of the two adjacent sections of the track beam 11 are provided with an inclined surface 111 respectively. 111 is relatively arranged in an "eight" shape. The track system in the above embodiment also includes a seamless docking system, which includes a wedge-shaped docking block 60 that can be installed between the two inclined surfaces 111, In the connecting block 60, the two sections of rail beams 11 are seamlessly butted together along the extending direction of the road, and the connecting block 60 is slidingly connected to the two sections of rail beams 11 through a sliding connection structure. Through the sliding connection structure, the two sections of rail beams 11 can be separated Slide along the two opposite oblique sides L1 and L2 on the docking block 60 in the horizontal plane, so that the two sections of rail beams 11 are relatively close to or far away, and the sides of the docking block 60 adjacent to the two inclined planes 111 are The lengths of L1 and L2 are less than the length of the inclined surface 111, so that the docking block 60 slides within the range of the traveling surface of the two sections of rail beams 11. During installation and construction, prepare at least one docking block group on site. The docking block group includes a number of docking blocks 60. Each of the different docking blocks 60 is in an isosceles trapezoid shape with a difference of 5-10 mm on the bottom side. A matching connecting block 60 is selected for the gap width between the two sections of rail beams 11 to seamlessly butt the two sections of rail beams 11 along the extending direction of the road. As shown in Figures 22 to 24, when the expansion effect of the rail beam 11 occurs, the two sections of the rail beam 11 generate a pressing force against the connecting block 60, which reduces the distance between the two sections of the rail beam 111 and drives the connecting block 60 to move along the two sections. The track beam 11 slides in the F3 direction along the short axis of OO', and changes from the state shown in FIG. 22 to the state shown in FIG. 24; when the track beam 11 undergoes a cold shrinkage effect, the two sections of the track beam 11 contact the docking block 60 A tensile force is generated, which makes the distance between the two sections of rail beams 11 larger, and drives the docking block 60 to slide along the short axis of the two sections of rail beams 11 in the F2 direction of OO', changing from the state shown in FIG. 22 to FIG. 23 The status shown. Since the connecting block 60 slides with the two sections of rail beams 11, the connecting block 60 itself is trapezoidal, so when adjusting the distance between the two sections of rail beams 11, the connecting block 60 and the two sections of rail beams 11 always remain seamlessly connected. , Thereby realizing the true seamless connection between the track beams 11 on the entire track, thereby reducing the requirements for the tolerance matching of the prefabricated track beams 11, reducing the construction difficulty and saving the construction cost. In addition, since the docking block 60 slides within the range of the traveling surface of the two sections of rail beams 11, the docking block 60 will not affect the normal running of the rail car. The track beam 11 in this embodiment is a box-shaped track beam 11, and the docking block 60 is connected to the bottom wall of the two sections of the track beam 11 respectively.

As shown in FIG. 20 and FIG. 21, the sliding connection structure includes two first grooves 61 respectively arranged at the edges of the two oblique sides of the docking block 60, and a second groove 112 arranged at the butting edges of the rail beam 11. The two first slot 61 respectively extend along the two oblique sides L1, L2 of the docking block 60. The first slot 61 and the second slot 112 can be buckled together in opposite directions, and pass through the first slot 61 and the second slot. With the cooperation of the slot 112, the rail beam 11 can slide relative to the connecting block 60. In this embodiment, the first slot 61 includes a first slot portion 62 and a first edge portion 63, and the second slot 112 includes a second slot portion 114 and a second edge portion 113. When the docking block 60 is installed on both Between the rail beams 11, the first edge portion 63 is slidably connected to the second groove portion 114, and the second edge portion 113 is slidably connected to the first groove portion 62, passing through the first slot 61 and the second slot 112. The reverse buckle sliding connection structure not only realizes the connection between the docking block 60 and the two sections of rail beams 11, but also realizes the sliding of the docking block 60 relative to the two sections of rail beams 11. The first slot 61 may preferably have a U-shaped structure.

Please refer to FIG. 20 again. In order to facilitate the installation and construction of the docking block 60, the docking block 60 includes a bottom plate 600 and a panel 601 covering the bottom plate 600 and detachably connected to the bottom plate 600. The first card slot 61 is opened on the bottom plate 600. Above, in this embodiment, the panel 601 and the bottom plate 600 are preferably connected by screws to facilitate disassembly. When the docking block 60 is installed in place, through the combination of the bottom plate 600 and the panel 601, the connecting ends of the two sections of rail beams 11 are clamped between the panel 601 and the bottom plate 600. At this time, the upper surface of the panel 601 and the rail beam The upper surface of 11 is flush. In addition, a side of the rail beam 11 facing away from the second slot 112 can also be provided with a sliding groove 115 that is adapted to the edge of the panel 601, and the panel 601 can follow the bottom plate 600 to slide in the sliding groove 115.

In order to better realize the precise positioning of the vehicle system, another preferred embodiment of the air rail transit system of the present invention is also provided with a mobile positioning system for real-time positioning of a pair of rail cars traveling on the rail beam 11, as shown in FIG. 25 and Figure 26, which includes several coded ribbon groups 50 and a detection system. A number of coded ribbon groups 50 are arranged at intervals along the extending direction of the track beam 11. In this embodiment, the coded ribbon groups 50 are arranged on the inner wall of the track beam 11. Each coded ribbon group 50 includes a number of parallelly arranged and different For example, the color band 500 in a coded ribbon group 50 is red, yellow, green, white and black from top to bottom, and adjacent to another coded ribbon group 50 The inner ribbons 500 are yellow, yellow, green, white, and black. The detection system is installed on the traveling mechanism 20 to follow the track trolley. The detection system includes a support plate 510. The support plate 510 is provided with several sets of ribbon detection modules 511. Each ribbon detection module 511 is associated with a coded color. One of the ribbons 500 in the ribbon set 50 corresponds to each ribbon detection module 511 includes a plurality of ribbon detectors 512, and the plurality of ribbon detectors 512 in each ribbon detection module 511 are used to detect the received Different light colors to determine the color of the corresponding ribbon 500. For each coded color band group 50, a certain color band 500 may be any one of multiple colors, and each color band 500 reflects light of the same color. During detection, the light reflected by each ribbon 500 is projected into the corresponding ribbon detection module 511. In the ribbon detection module 511, the ribbon detector 512 corresponding to the light reflected by the ribbon 500 reacts. To determine the color of the color band 500. For the ribbon detector 512, in this embodiment, a color sensor or a photodiode can be preferably used. The following embodiments will take a photodiode as an example for description.

The specific principle of the color coding-based mobile positioning device with the above structure is:

As shown in Figures 25 and 26, a number of positioning sections are arranged at equal intervals along the extending direction of the track beam 11 such as the track beam 116, A1, A2, A3...An, and five ribbons are arranged in parallel in each positioning section An 500. Regarding the colors of the five ribbons 500, you can choose to use a single color, such as any choice from red, orange, yellow, green, blue, indigo, and purple. You can also choose to use three primary colors (red, green, blue). ) The mixed color. When the color band 500 is all monochromatic, each color band detection module 511 is provided with the same number of photodiodes as the color type of the color band 500 used, and each photodiode is used to detect the light reflected by a color band 500 For example, when the colors of the above five ribbons 500 are selected from the above seven monochromatic colors (red, orange, yellow, green, blue, indigo, and purple), seven photodiodes need to be provided in each ribbon detection module 511 . Preferably, in this embodiment, the ribbon 500 can choose to use single color and color mixing. According to the principle of three primary colors (red, green, and blue), three photodiodes are provided in each ribbon detection module 511. The two photodiodes are respectively used to detect red light, green light, and blue light, and the color of the detected color band 500 is comprehensively determined according to the detection results of the three photodiodes. For example, the colors of the five ribbons 500 can be red, yellow (red+green), green, yellow, magenta (red+blue), cyan (green+blue), white (red+green+blue), and black ( any one of any one of the three primary colors is not reflected) is, permutations and combinations of these five ink ribbon 500 into a different order provided in each positioning segment An, 32768 may be generated ⁽⁸⁵⁾ by means of the above five types of the ink ribbon 500 For different coded ribbon groups 50, 32768 positioning segments An can be set on the track beam 11, and the color bands 500 in each positioning segment An are coded according to the color to form a positioning code database including 32768 sets of positioning codes. Each set of positioning codes corresponds to a positioning segment An of a known position. If the coded ribbon group 50 and the corresponding detection system are arranged on both side walls of the track beam 11, 1073741824 (32768*32768) positioning sections An can be arranged on the track beam 11 of the same length. The length L of the positioning section An determines the accuracy of the positioning, and the length L of each positioning section An can be freely set as required to meet the accuracy requirements of different levels. When the length L is set to 0.1 meters, a unique positioning code can be distributed on a track with a length of 107,000 kilometers to meet the needs of automatic driving positioning and management of several urban rail cars. The width of the ribbon 500 can be set to 10 mm, and the vibration amplitude of the detection system within 10 mm will not affect the recognition of the ribbon 500.

As shown in Figure 26, corresponding to the five ribbons 500 on the inner wall of the track beam 11, five sets of ribbon detection modules 511 are arranged on the support plate 510 at intervals from top to bottom, and each set of ribbon detection modules 511 is connected to the track beam 11 respectively. A ribbon 500 on the inner wall corresponds to each ribbon detection module 511 including three photodiodes for detecting three kinds of basic light. In addition, since the mixed color light reflected by the ribbon 500 needs to be processed into monochromatic light, and then received by the photodiode, the color of the ribbon 500 can be analyzed. Therefore, in this embodiment, the detection system also includes A light processing element used to decompose the mixed color light reflected by the color band 500 into monochromatic light. The light processing element may include a filter layer coated on a photodiode or a filter cover provided on the photodiode, or A beam splitter 513 is provided between the coded ribbon group 50 and the support plate 510. The beam splitter 513 may preferably be a triangular prism or a grating.

When three photodiodes are coated with red, green, and blue filter layers, if the color of the color band 500 is yellow (red+green), the reflected yellow light includes red and green light. Color light, then the photodiode coated with the red filter layer reacts with the photodiode coated with the green filter layer to output signal "1", and the photodiode coated with blue filter layer outputs signal "0" Therefore, it is determined that the color of the color band 500 is yellow according to the light color combination "110". When choosing to use a prism, take the yellow ribbon 500 as an example. The yellow light reflected by the ribbon 500 is split into two beams of light, red and green, respectively, which are projected to the corresponding photodiodes. Above, the output combination of the three photodiodes is made "110", thereby judging that the color of the color band 500 is yellow.

When the rail car moves to a certain positioning section An, the five groups of ribbon detection modules 511 on the support plate 510 respectively read the colors of the five ribbons 500 in the positioning section An to obtain the positioning code of the positioning section An. Then, the position information of the positioning segment An is obtained by searching the above-mentioned positioning code database. It can be seen that the specific element detected and recognized by the mobile positioning device based on color coding of the present invention is the color of the color band 500. Compared with the recognition of the figure shape, the recognition speed is faster and the mobile carrier is not affected by the slight vibration of the mobile carrier. In addition, the mobile positioning device in this embodiment can also be provided with a processing device (not shown), which is electrically connected to the ribbon detection module 511 for analyzing and processing the code detected by the ribbon detection module 511 The ribbon 500 in the ribbon group 50 is sequenced and coded. The processing device can have its own memory, and the positioning codes corresponding to all the positioning segments An on the track beam 11 can be edited into a database and stored in the memory of the processing device for the processing device to call. When the ribbon detection module 511 reads a certain When the positioning code of a positioning segment An is transmitted to the processing device, the processing device quickly gives the current positioning information of the rail car.

In addition, in order to avoid the same beam of light from affecting the two sets of ribbon detection modules 511 that are adjacent to each other, the following two solutions can be used to solve this problem. One is, as shown in Figure 27, A shading plate 514 is arranged between two adjacent ribbon detection modules 511, and the shading plate 514 is used to divide the light receiving space of two adjacent ribbon detection modules 511. The second is, as shown in Figure 26 and Figure 28, a light-transmitting plate 517 is arranged between the prism and the coded ribbon set 50. The light-transmitting plate 517 is provided with a number of slits 518 corresponding to each ribbon 500, and light passes through the slits. After 518, a light band is formed. The light reflected by each color band 500 passes through the slit 518 on the light-transmitting plate 517 to form a convergent beam, so as to prevent the divergence of the reflected light from the color band 500 from affecting the color band detection module 511. In this solution, a condensing plate 515 can also be arranged between the light-transmitting plate 517 and the triangular prism. The condensing plate 515 is provided with a plurality of condenser lenses 516 corresponding to each of the slits 518 on the light-transmitting plate 517. The condenser 516 can be a convex lens, or a combination of a convex lens and a concave lens that has a condensing effect. When the light beam is projected from the slit 518 on the transparent plate 517, it is projected on the corresponding condenser lens 516, and the light reflected by the color band 500 passes through The slits 518 on the light-transmitting plate 517 are then projected onto the corresponding condenser lens 516, and then projected from the condenser lens 516 onto the prism. The light is condensed twice by the condenser lens 516, so that the light projected on the prism is more concentrated.

The above-disclosed are only preferred examples of the present invention, which of course cannot be used to limit the scope of rights of the present invention. Therefore, equivalent changes made according to the scope of the patent application of the present invention still fall within the scope of the present invention.

Industrial applicability

The invention has industrial applicability.

Claims

An air rail transit system, characterized in that it includes a rail system, a drive system, a vehicle system, and a power distribution system;

The track system includes a truss beam erected between two uprights and a track beam with a box structure installed on the truss beam;

The driving system includes a walking mechanism suspended on the rail beam and capable of walking back and forth along the rail beam;

The vehicle system includes a carriage, which is detachably connected to the traveling mechanism through a lifting mechanism, so that the carriage can move up and down in a vertical direction, and the traveling mechanism can drive the carriage along The track beam travels;

The power distribution system includes a high-voltage power distribution line laid on the truss beam and a number of transformers, the transformers can be installed on the truss beam or the column, and the output of the transformer can be The low-voltage power supply directly used by the walking mechanism.
The air rail transit system according to claim 1, wherein at least one pair of the track beams is provided on the upper chord and/or the lower chord of the truss beam, and a pair of the track beams are installed on the truss beam. The opposite sides in the axial direction are connected by several web rods.
The air rail transit system according to claim 2, wherein the truss beam is formed with an accommodation space extending along the length of the truss beam, and the accommodation space is used for placing power distribution equipment.
The air rail transit system according to claim 2, wherein the distance between the top surface and the bottom surface of the track beam is a, 0.1m≤a≤0.4m, and the width of the cross section of the track beam is b, 0.1m≤b≤0.4m.
The air rail transit system according to claim 1, wherein an impulse transmission mechanism is provided at the connection between the column and the truss beam, and the impulse transmission mechanism includes a pair of hydraulic cylinders and a connecting rod. The oil nozzle on the hydraulic cylinder is connected by a thin tube so that the state of the two hydraulic cylinders cannot be changed suddenly. The connecting rod is fixedly installed on the column, and the front and rear ends of the connecting rod are also connected with The two truss beams at both ends of the column are connected, the base of one of the pair of hydraulic cylinders is fixedly installed on the column, and the base of the other of the pair of hydraulic cylinders is fixedly installed on the One end of the connecting rod and the pistons of the two hydraulic cylinders abut on the same truss beam.
The air rail transit system according to claim 1, wherein the lifting mechanism includes a suspension plate, a hoisting mechanism and a sling; the suspension plate is arranged on the top of the carriage and passes through a number of slings with the carriage. It is detachably connected, and when the carriage is close to the suspension board, the carriage seamlessly contacts the suspension board, the suspension board is used to support and install the running mechanism, and the front end of the suspension board is or A mounting base plate connected to the suspension plate is provided at the rear end, and the hoisting mechanism is mounted on the mounting base plate; one end of a plurality of slings is connected to the carriage, and the other end of a plurality of slings is wound around The hoisting mechanism.
The air rail transit system according to claim 6, wherein the hoisting mechanism includes a hoisting wheel and a hoisting drive connected with the hoisting wheel, and a plurality of the slings includes a hoisting device close to the carriage. A first sling connected to one end of the hoisting mechanism and a second sling connected to the end of the carriage away from the hoisting mechanism, the upper end of the second sling extending along the suspension plate to the hoist wheel.
The air rail transit system of claim 6, wherein the vehicle system further comprises an anti-swing mechanism, and the anti-swing mechanism includes a telescopic rod arranged on the carriage and a telescopic rod arranged on the telescopic rod. The free end of the magnet block is provided with a guide wheel on both sides of the magnet block. When the telescopic rod extends out of the box body, the guide wheel rolls along the column opposite to the carriage, and the A non-contact magnetic attraction with a certain strength is generated between the magnet block and the upright, and the magnetic attraction is perpendicular to the upright.
The air rail transit system according to claim 1, wherein the vehicle system further comprises a damping mechanism, the damping mechanism includes a suspension shaft, a suspension fixing cover, a linear motor drive mechanism and a detection device, and the suspension The fixed cover is connected with the carriage, a support plate is provided at the bottom opening of the suspension fixed cover, the upper end of the suspension shaft is connected with the running mechanism, and the lower end of the suspension shaft passes through the hollow of the suspension fixed cover. The cavity is connected with the support plate, and the suspension shaft can slide up and down in the suspension fixing cover, and the suspension fixing cover is also provided with an elastic member that can be sleeved on the suspension shaft; the linear motor drives The mechanism is used to provide the suspension cover with an upward reaction driving force in the vertical direction according to the slight undulations of the car body or the track in the vertical direction, and the detection device is used to detect the carriage The displacement or acceleration in the vertical direction is slightly changed, and the detection device is electrically connected to the linear motor drive mechanism.
The air rail transit system of claim 9, wherein the elastic member is an air spring, and an airbag communicating with the inner cavity of the air spring is provided on the mounting base plate, and the airbag has a large volume. To the volume of the elastic member.
The air rail transit system according to claim 1, wherein the head and/or tail of the carriage is covered with a flexible shell with an airbag structure; when the flexible shell is in a deployed state, the carriage The overall structure is streamlined.
The air rail transit system of claim 11, wherein the top of the carriage further has a sleeve extending forward and backward, and a movable rod that can slide back and forth along the sleeve is arranged in the sleeve, and the movable rod The rear end of the rod is connected with the flexible shell.
The air rail transit system of claim 11, wherein the walking mechanism comprises a driving wheel mechanism and a driven wheel mechanism respectively connected to the front and rear ends of the suspension plate, the driving wheel mechanism and the A connecting piece and a connecting fitting piece are respectively provided on the driven wheel mechanism. When the front rear carriage is approaching, the connecting piece above the rear carriage and the connecting fitting above the front carriage are automatically connected together. The flexible shell The air in the body is released into a contracted state, so that the front and rear carriages are seamlessly connected to form a train.
The air rail transit system according to claim 13, wherein the connecting member includes an occluding mechanism, the connecting mating member includes a connecting block; the occluding mechanism includes two opposing occluding pieces, two An occlusal space adapted to the connecting block is formed between the occlusal pieces, and the two occluding pieces can be relatively pivotally moved to open or close the occlusal space, and the occlusal space and the occlusal piece The two sides perpendicular to the length extension direction are open structures, so that the connecting block can be slidably separated from the occlusal space.
The air rail transit system of claim 14, wherein the connecting piece is provided with a first electrical contact electrically connected to the electric drive system of the walking mechanism, and the connecting fitting is provided with The second electric contact electrically connected with the electric drive system of the walking mechanism, when the connecting piece is connected with the connection fitting piece, the first electric contact is electrically connected with the second electric contact.
The air rail transit system according to claim 1, wherein the rail system further includes a parking system, the parking system includes a parking rack arranged on at least one side of the main lane, and the parking rack includes Two approach roads and a number of parking lanes, one end of the two approach roads are connected to the front and rear positions on the main lane respectively, and the other end of the two approach roads extends laterally to one side from the main lane, The two ends of the parking lane are respectively connected with two approach roads, and the parking lane is used to suspend and park rail cars in a concentrated manner, and the rail cars can enter and exit any of the parking lanes through the approach road.
The air rail transit system according to claim 1, wherein along the extension direction of the rail beam, opposite ends of the running surface of the two adjacent sections of the rail beam are respectively provided with an inclined surface, and the two inclined surfaces Relatively arranged in a "eight" shape, the track system also includes a seamless docking system, which includes a wedge-shaped docking block arranged between the two inclined planes, through which the two sections of the track The running surfaces of the beams are seamlessly butted together. A sliding connection structure is provided between the two sides of the docking block and the two opposite inclined surfaces. Through the sliding connection structure, the docking block can run along the two slopes. The inclined surface slides in the horizontal plane so that the two sections of the track beams are relatively close to or far away; the length of the side adjacent to the two inclined surfaces of the connecting block is less than the length of the inclined surface, so that the The docking block slides within the range of the travel surface of the two sections of the track beam.
The air rail transit system according to claim 1, further comprising a mobile positioning system for real-time positioning of a pair of vehicles traveling on the rail beam, the mobile positioning system including a number of coded ribbon groups and a detection system A number of the coded ribbon groups are arranged at intervals along the extending direction of the track beam, each of the coded ribbon groups includes a number of ribbons arranged in parallel and with different color rankings; the detection system is installed in the The walking mechanism includes a supporting plate, and a plurality of groups of ribbon detection modules are arranged on the supporting plate, and each of the ribbon detection modules is connected to one of the color ribbons in the coded ribbon group. Correspondingly, each of the ribbon detection modules includes a plurality of ribbon detectors, and the plurality of ribbon detectors are used to detect the color of the light reflected by the ribbon to determine the color of the corresponding ribbon .
The air rail transit system according to claim 18, characterized in that the detection system further comprises a shading plate arranged between the two adjacent ribbon detection modules, and the shading plate is used to divide the two ribbon detection modules. The light receiving space of the ribbon detection modules adjacent to each other.
The air rail transit system of claim 19, wherein the detection system further comprises a light-transmitting plate arranged between the beam splitter and the coded ribbon group, and the light-transmitting plate is provided with A plurality of slits respectively corresponding to each of the color ribbons, and a light band is formed after light passes through the slits.
The air rail transit system according to claim 20, wherein a concentrating plate is further provided between the light-transmitting plate and the beam splitter, and a plurality of light-concentrating plates are provided on the concentrating plate respectively. The condenser lens corresponds to each of the gaps.