WO2021063286A1 - 轨道梁梁体、轨道梁及轨道交通系统 - Google Patents

轨道梁梁体、轨道梁及轨道交通系统 Download PDF

Info

Publication number
WO2021063286A1
WO2021063286A1 PCT/CN2020/118106 CN2020118106W WO2021063286A1 WO 2021063286 A1 WO2021063286 A1 WO 2021063286A1 CN 2020118106 W CN2020118106 W CN 2020118106W WO 2021063286 A1 WO2021063286 A1 WO 2021063286A1
Authority
WO
WIPO (PCT)
Prior art keywords
beam body
rail
guide panel
connecting portion
flange plate
Prior art date
Application number
PCT/CN2020/118106
Other languages
English (en)
French (fr)
Inventor
王赛宁
杨靖
刘晓彤
冯国卫
郑二虎
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2021063286A1 publication Critical patent/WO2021063286A1/zh

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
    • E01B25/10—Mono-rails; Auxiliary balancing rails; Supports or connections for rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B5/00—Rails; Guard rails; Distance-keeping means for them
    • E01B5/02—Rails
    • E01B5/08—Composite rails; Compound rails with dismountable or non-dismountable parts

Definitions

  • This application belongs to the technical field of rail transit, and in particular relates to a rail beam body, a rail beam, and a rail transit system.
  • This application aims to solve at least one of the technical problems existing in the prior art.
  • the technical problem to be solved by this application is the increase in construction difficulty caused by the welding of the guide panel and the upper flange, and the problem of the construction period being extended.
  • an embodiment of the present application provides a rail beam body, which includes an upper flange plate, a lower flange plate, a reinforcing plate and a guide panel.
  • the upper flange plate and the lower flange plate are in a vertical position.
  • the reinforcing plate is connected between the upper flange plate and the lower flange plate, and a plurality of protruding plates protruding in the width direction of the rail beam are formed on the reinforcing plate
  • a plurality of protrusions are arranged at intervals along the length direction of the rail beam body, so that the reinforcing plate is formed with a plurality of connecting parts arranged at intervals;
  • the connecting portion is detachably connected to the guide panel, and the guide panel extends along the length direction of the rail beam body, so that a plurality of cavities are formed between the guide panel and the plurality of protrusions.
  • the guide panel is bolted to the connecting portion.
  • the projection of the protrusion on the horizontal plane includes at least one of a circular arc and a polyline
  • the polyline includes at least one of a straight line segment or a curved line segment.
  • the upper flange plate has a first end and a second end opposite to each other in the width direction of the rail beam body, and the extension direction from the first end to the second end is the same as that of the second end.
  • the extension direction of the protrusion to the connecting portion is the same, and the surface of the guide panel facing away from the connecting portion is spaced apart from the vertical plane where the second end is located.
  • the rail beam body further includes a plurality of ribs, the ribs are located between two adjacent protrusions and are connected to the reinforcing plate, and the ribs are connected to the guide panel. They are respectively located on both sides of the connecting part.
  • a plurality of protrusions are formed on the reinforcing plate of the rail beam body, and the plurality of protrusions are arranged at intervals in the length direction of the rail beam body, so that the reinforcing plate is formed with a plurality of connecting parts arranged at intervals, and the guide panel is detachable
  • the ground is connected to the connecting part, so that the reinforcing plate provides a mounting surface for the installation of the guide panel, avoiding the direct welding of the guide panel to the upper flange plate, so that the grinding and painting steps do not need to be completed after welding Therefore, during the assembly process of the rail beam body, the guide panel can be connected to the connecting part after polishing and painting, thereby increasing the space for polishing and painting, which is beneficial to improve the assembly efficiency.
  • the guide panel since the guide panel is detachably connected to the reinforcing plate, the guide panel and the reinforcing plate can be transported separately during transportation, which greatly reduces the transportation cost of the rail beam.
  • An embodiment of the present application also provides a rail beam, including a first beam body and a second beam body, the first beam body and the second beam body are disposed opposite to each other, the first beam body and the second beam body At least one of the bodies is the aforementioned rail beam body.
  • the first beam body and the second beam body are the rail beam beam bodies according to any one of claims 1-5, and the reinforcing plate of the first beam body faces away from the second beam body.
  • the direction of the beam body protrudes to form the protrusion of the first beam body
  • the reinforcing plate of the second beam body protrudes in a direction away from the first beam body to form the protrusion of the second beam body .
  • the track beam further includes a first cross beam, one end of the first cross beam is connected to the first beam body at the connecting portion of the first beam body, and the other of the second beam body is connected to the first beam body. One end is connected to the second beam body at the connecting portion of the second beam body.
  • the track beam also includes a second beam, any two adjacent first beams, one end of the second beam
  • the connection between the first beam and the first beam is connected to at least one of the first beam and one of the first beams, and the other end of the second beam is connected to the other first beam and
  • the connection of the second beam body is connected to at least one of the second beam body and the other first cross beam.
  • the embodiment of the present application further provides a rail transit system, including a rail vehicle and the above-mentioned rail beam.
  • the rail vehicle includes a running wheel and a guide wheel.
  • the running wheel is adapted to contact the upper flange plate.
  • the guide wheel is adapted to be in contact with the guide panel.
  • Figure 1 is a perspective view of a track beam provided by an embodiment of the present application.
  • Figure 2 is a perspective view of the track beam provided in Figure 1 from another perspective;
  • Figure 3 is a schematic diagram of the track beam provided in Figure 1;
  • Figure 4 is a top view of the track beam provided in Figure 1;
  • Fig. 5 is a schematic diagram of the track beam body of the track beam provided in Fig. 1;
  • Fig. 6 is a schematic diagram of the reinforcing plate of the track beam body provided in Fig. 4 (form 1);
  • Fig. 7 is a schematic diagram of the reinforcing plate of the track beam body provided in Fig. 4 (form 2);
  • Fig. 8 is a schematic diagram of the reinforcing plate of the track beam body provided in Fig. 4 (form 3);
  • Fig. 9 is a schematic diagram of the reinforcing plate of the rail beam body provided in Fig. 4 (form 4).
  • Rail beam body 1. Upper flange plate; 2. Lower flange plate; 3. Reinforcement plate; 31. Protrusion; 32. Connecting part; 4. Guide panel; 5. Rib plate; 51. Top plate; 52. Bottom plate;
  • the track beam is adapted to the walking and guiding of rail vehicles, including walking panels and guide panels.
  • the guide panel needs to be welded to the beam body, the construction process is complicated, and the welding quality is difficult to guarantee due to the limitation of construction space, and the coordination reliability of the guide panel and the guide wheel is difficult to guarantee.
  • an embodiment of the present application provides a rail beam 100, which includes a first beam body 101 and a second beam body 102.
  • the first beam body 101 and the second beam body 102 are disposed oppositely, and the first beam At least one of the body 101 and the second beam body 102 is the rail beam body 10 described below.
  • first beam body 101 and the second beam body 102 of the embodiment provided in the present application are both the following rail beam beam body 10.
  • first beam body 101 is the following rail beam beam body 10
  • second beam body 102 is another form of beam body structure
  • the second beam body 102 is the following
  • the first beam body 101 is a beam body structure of other forms.
  • the rail beam body 10 includes an upper flange plate 1, a lower flange plate 2, a reinforcing plate 3, and a guide panel 4.
  • the upper flange plate 1 and the lower flange plate 2 are in contact with each other.
  • the reinforcing plate 3 is connected between the upper flange plate 1 and the lower flange plate 2, and the reinforcing plate 3 is formed with a plurality of protrusions 31 along the length of the rail beam body 10
  • the reinforcing plate 3 is arranged at intervals so that the reinforcing plate 3 is formed with a plurality of connecting parts 32 arranged at intervals.
  • the guide panel 4 is detachably connected to the connecting part 32.
  • the guide panel 4 extends along the length direction of the rail beam body 10 to make the guide A plurality of cavities are formed between the panel 4 and the plurality of protrusions 31.
  • the reinforcing plate 3 of the rail beam body 10 is formed with a plurality of protrusions 31 protruding in the width direction of the rail beam body 10, and the plurality of protrusions 31 are arranged at intervals in the length direction of the rail beam body 10 to
  • the reinforcing plate 3 is formed with a plurality of connecting parts 32 arranged at intervals, and the guide panel 4 is detachably connected to the connecting part 32. In this way, the reinforcing plate 3 provides a mounting surface for the installation of the guide panel 4, and avoids directing the guide panel 4 directly.
  • the guide panel 4 can be connected after the grinding and painting On the connecting portion 32, the space for polishing and painting is increased, which is beneficial to improve the assembly efficiency.
  • the guide panel 4 is detachably connected to the reinforcement plate 3, the guide panel 4 and the reinforcement plate 3 can be transported separately during transportation, which greatly reduces the transportation cost of the rail beam body 10.
  • the side surface of the upper flange plate 1 facing away from the lower flange plate 2 is formed as a running surface for contact with the running wheels of the rail vehicle, and the lower flange plate 2 is used to connect with the pier column, so that the rail beam The body 10 is fixed on the pier.
  • the lower flange plate 2 and the pier are connected by bolts.
  • the lower flange plate 2 and the pier column may also be connected by other methods such as welding.
  • a through hole is formed on the connecting portion 32, a countersunk hole is formed on the guide panel 4, and the head of the bolt passes through the first through hole and is tightened in the countersunk hole Therefore, it is avoided that the bolt penetrates the guide panel 4 and affects the contact between the guide panel 4 and the guide wheels.
  • the interval between the two adjacent protrusions 31 provides implementation space for the installation of the bolts, and the assembly is simple and convenient.
  • each bolt row includes at least one bolt.
  • a plurality of bolt rows define the driving space of the guide wheel in the vertical direction, so as to meet the driving requirement of the guide wheel. For example, when a plurality of bolts form two bolt rows, one bolt row is connected to the upper part of the guide panel 4, and the other bolt row is connected to the lower part of the guide panel 4.
  • the guide wheel is between the two bolt rows, and the distance between the two bolt rows in the vertical direction is increased as much as possible, so as to provide space for the possible movement of the guide wheel in the vertical direction.
  • the head of the bolt can abut on the guide panel 4 or the connecting portion 32.
  • the tail of the bolt exposes the guide panel 4 as little as possible or does not expose the guide panel 4, so that the requirement for the vertical spacing of the bolt rows can be reduced.
  • the bolts used to connect the guide panel 4 and the connecting portion 32 should not affect the contact between the guide panel 4 and the guide wheels.
  • the connecting portion 32 and the guide panel 4 may also be connected by plugging.
  • the side of the guide panel 4 facing the connecting portion 32 forms a plug post, and the connecting portion 32 is formed with a socket.
  • the plug post is inserted into the jack, and the plug post can be temporarily fixed in the jack with the help of a plug or the like.
  • the connecting portion 32 and the guide panel 4 are detachably connected by other means such as snap connection.
  • the projection of the protrusion 31 on the horizontal plane includes at least one of a circular arc and a polyline.
  • the polyline includes at least one of a straight line segment or a curved segment.
  • the projection of the protrusion 31 on the horizontal plane is a circular arc, where the circular arc may be a superior arc, a poor arc, or a semi-circular arc.
  • the polyline includes two straight line segments connected end to end.
  • the lengths of the two straight line segments are the same and are arranged symmetrically, so that the reinforcing plate 3 arranged between the upper flange plate 1 and the lower flange plate 2
  • the force is uniform, so that the structure of the entire track beam body 10 is stable, and its service life is prolonged.
  • the length of the two straight line segments may also be different.
  • the polyline includes three straight line segments, namely the first straight line segment, the second straight line segment, and the third straight line segment.
  • the first straight line segment and the second straight line segment are connected to the third straight line segment.
  • Both ends, and the first straight line segment and the second straight line segment are symmetrically arranged, wherein the symmetrical center lines of the first straight line segment and the second straight line segment are perpendicular to the third straight line segment, and the vertical foot is the midpoint of the third straight line segment.
  • the angle between the third straight line segment and the first straight line segment may be an acute angle or a right angle.
  • a smooth transition or a right angle transition can be adopted between the third straight line segment and the first straight line segment.
  • the extension length of the third straight line in the longitudinal direction of the rail beam body 10 is not specifically limited, and may be greater than the extension length of the connecting portion 32 in the length direction of the rail beam body 10, or may be equal to the extension length of the connecting portion 32 in the length direction of the rail beam body 10
  • the extension length of the beam body 10 in the longitudinal direction may also be smaller than the extension length of the connecting portion 32 in the length direction of the rail beam body 10.
  • the angle between the first straight line segment and the third straight line segment may also be different from the angle between the second straight line segment and the third straight line segment.
  • the polyline can also be a combination of straight and curved segments, and there is no specific restriction on the number of straight or curved segments, and there is no specific restriction on the way of matching the straight and curved segments. limit.
  • the upper flange plate 1 has a first end and a second end opposed to each other in the width direction of the rail beam body 10, and the extending direction from the first end to the second end is consistent with the protrusion 31 to
  • the extending direction of the connecting portion 32 is the same, and the side surface of the guide panel 4 facing away from the connecting portion 32 is spaced apart from the vertical plane where the second end is located, so that the second end of the upper flange plate 1 can protrude from the guide panel 4
  • Part of the anti-rollover baffle of the rail beam body 10 can be formed to be able to cooperate with the rail vehicle to prevent the rail vehicle from rolling over under extreme conditions.
  • the rail beam body 10 also includes a plurality of ribs 5, the ribs 5 are located between the two adjacent protrusions 31 and connected to the reinforcing plate 3, the ribs 5 and the guide panel 4 are respectively located in the connection Both sides of section 32.
  • the arrangement of the ribs 5 helps to improve the structural strength of the track beam body 10 and can also support the reinforcing plate 3 to a certain extent.
  • the rib 5 has a T-shaped structure, including a top plate 51 and a bottom plate 52. The top plate 51 abuts between two adjacent protrusions 31 and is connected to the two protrusions 31.
  • the top plate One side of 51 facing the connecting portion 32 abuts on the connecting portion 32 and is connected to the connecting portion 32, one end of the bottom plate 52 is connected to the top plate 51, and the other end is connected to the lower flange plate 2.
  • the arrangement of the rib 5 increases the strength of the reinforcing plate 3 located between the upper flange plate 1 and the lower flange plate 2, and avoids the deformation of the reinforcing plate 3, thereby enabling the guide panel 4 to be stably connected to the connecting portion 32 To ensure its flatness.
  • connection between the bottom plate 52 and the top plate 51 is located at the center of the top plate 51, which can make the connection between the reinforcing plate 3 and the rib 5 more stable, and also increase the stability of the entire structure to a certain extent.
  • connection between the bottom plate 52 and the top plate 51 may also be in other positions of the top plate 51.
  • the ribs 5 may also have a cross-shaped structure.
  • the top of the ribs 5 can be in contact with the upper flange plate 1.
  • the ribs 5 can abut on the upper flange plate 1, or the ribs 5 can be welded, It is fixed or movably connected to the upper flange plate 1 in other ways such as snap connection, bolt connection, etc., so that the rib plate 5 can support the upper flange plate 1.
  • the rib 5 is composed of two plates arranged at an angle or other structures.
  • the rib 5 structure of the utility model may also be a cross-shaped structure or a T-shaped structure in a non-strict sense, and the specific embodiments listed herein should not limit the utility model.
  • connection between the rib 5 and the reinforcing plate 3 is welding, and the connection between the rib 5 and the lower flange plate 2 is also welding.
  • connection mode of the rib 5 and the reinforcing plate 3 can also be bolt connection, snap connection, plug connection, etc.
  • the connection mode of the rib 5 and the lower flange plate 2 can also be bolt connection, snap connection, etc. Other methods such as connection, plug-in connection, etc.
  • the connection mode of the rib 5 and the reinforcing plate 3 and the connection mode of the rib 5 and the lower flange plate 2 may be the same or different.
  • the reinforcing plate 3 of the first beam body 101 protrudes in a direction away from the second beam body 102 to form the protrusion 31 of the first beam body 101, and the second beam body
  • the reinforcing plate 3 of 102 protrudes away from the first beam body 101 to form the protrusion 31 of the second beam body 102, so that the guide panel 4 of the first beam body 101 and the guide panel 4 of the second beam body 102 can be Relatively arranged, so that the rail beam 100 can be suitable for internally guided rail vehicles.
  • the reinforcement plate 3 of the first beam body 101 protrudes toward the second beam body 102 to form the protrusion 31 of the first beam body 101, and the reinforcement plate 3 of the second beam body 102 faces the first beam.
  • the direction of the body 101 protrudes to form the protrusion 31 of the second beam body 102, so that the guide panel 4 of the first beam body 101 and the guide panel 4 of the second beam body 102 can be arranged opposite to each other, so that the rail beam 100 It can be applied to externally guided rail vehicles.
  • the track beam 100 of the present application further includes a first cross beam 103, one end of the first cross beam 103 is connected to the first beam body 101 at the connecting portion 32 of the first beam body 101, and the other end of the first cross beam 103 is connected to the first beam body 101.
  • the connecting portion 32 of the second beam body 102 is connected to the second beam body 102.
  • connection position between one end of the first beam 103 and the first beam body 101 includes at least the part where the upper surface of the lower flange plate 2 of the first beam body 101 contacts the first beam body 103 and the first beam body The part where the connecting portion 32 of 101 is in contact with the first cross beam 103.
  • connection position between the other end of the first beam 103 and the second beam 102 includes at least the part where the upper surface of the lower flange plate 2 of the second beam 102 contacts the first beam 103 and the position of the second beam 102 The portion of the connecting portion 32 that is in contact with the first cross beam 103.
  • the first beam 103 includes a first connecting portion 1031, a second connecting portion 1032, and a third connecting portion 1033.
  • the first connecting portion 1031 and the second connecting portion 1032 are spaced apart in the vertical direction, and the third The connecting portion 1033 is connected between the first connecting portion 1031 and the second connecting portion 1032.
  • the first connecting portion 1031 is located above the second connecting portion 1032.
  • One end of the first connecting portion 1031 is connected to the connecting portion 32 of the first beam 101.
  • the other end of the first connecting portion 1031 is connected to the connecting portion 32 of the second beam body 102, one end of the second connecting portion 1032 is connected to the lower flange plate 2 of the first beam body 101, and the other end of the second connecting portion 1032 is connected to the lower flange plate 2 of the first beam body 101.
  • One end is connected with the lower flange plate 2 of the second beam body 102.
  • the connection position between the second connecting portion 1032 and the lower flange plate 2 of the first beam body 101 may be the upper surface of the lower flange plate 2 of the first beam body 101, or may be the first beam body 101.
  • a side surface of the lower flange plate 2 close to the second beam body 102, the connection position of the second connecting portion 1032 and the lower flange plate 2 of the second beam body 102 may be the lower flange plate of the second beam body 102
  • the upper surface of 2 may also be a side surface of the lower flange plate 2 of the second beam 102 close to the first beam 101.
  • the guide panel 4 and the first connecting portion 1031 are perpendicular to the third connecting portion 1033.
  • the extending direction of the first cross beam 103 between the first beam body 101 and the second beam body 102 is consistent with the width direction of the rail beam 100.
  • the extending direction of the first cross beam 103 between the first beam body 101 and the second beam body 102 may also be arranged at an angle with the width direction of the track beam 100.
  • the track beam 100 further includes a second cross beam 104, any two adjacent first cross beams 103, and one end of the second cross beam 104 is connected to one of the first cross beam 103 and the first beam body.
  • the connection point of 101 is connected to one of the first cross beams 103, and the other end of the second cross beam 104 is connected to the other first cross beam 103 at the connection point of the other first cross beam 103 and the second beam body 102.
  • the second cross beam 104 is used to connect two adjacent first cross beams 103, and further assists the connection between the first beam body 101 and the second beam body 102, so that it is located in the first beam body.
  • the beam body 101, the second beam body 102, the first cross beam 103 and the second cross beam 104 form a stable connection structure, which improves the structural strength and structural stability of the track beam 100.
  • first cross beam 103 and the second cross beam 104 are both welded between the first beam body 101 and the second beam body 102.
  • first cross beam 103 and the second cross beam 104 may also be connected between the first beam body 101 and the second beam body 102 by bolt connection, clamping connection, plug connection and other methods. It is also possible that one end of the second cross beam 104 is connected to the first beam body 101 at the junction of one of the first cross beam 103 and the first beam body 101, and the other end of the second cross beam 104 is connected to the other first cross beam 103 and the first beam body 101.
  • the junction of the two beams 102 is connected to the second beam 102; alternatively, one of the first beam 103 and the first beam 101 are both connected to one end of the second beam 104, and the other first beam 103 is connected to the second beam.
  • the beams are all connected to the other end of the second cross beam 104.
  • the second cross beam 104 includes a fourth connection portion 1041 and a fifth connection portion 1042.
  • the second cross beam 104 is located between two adjacent first cross beams 103.
  • the fifth connection portion 1042 is connected below the fourth connection portion 1041 and is connected to
  • the fourth connecting portion 1041 is vertically arranged, wherein the fourth connecting portion 1041 is connected below the first connecting portion 1031, and the fifth connecting portion 1042 extends downward from the fourth connecting portion 1041.
  • the lower flange plate 2 of the second beam body 102 and the lower flange plate 2 of the second beam body 102 are both spaced apart from the fifth connecting portion 1042.
  • the fourth connecting portion 1041 may be connected to the connecting portion 32 of the first beam body 101, or it may be that the fourth connecting portion 1041 is connected above the first connecting portion 1031. It is also possible that the fifth connecting portion 1042 extends downward to connect with the lower flange plate 2 of the first beam body 101 and connect with the lower flange plate 2 of the second beam body 102. It is also possible that the second cross beam 104 also has an I-shaped structure, which is similar to the structure of the first cross beam 103, and will not be repeated here.
  • the embodiment of the present application provides a rail transit system, including a rail vehicle and the rail beam 100 of the above embodiment, wherein the rail vehicle includes a running wheel and a guide wheel.
  • the running wheel can contact the upper flange plate 1.
  • the guide wheels can be in contact with the guide panel 4.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include one or more of these features. In the description of the present application, “multiple” means two or more, unless it is specifically defined otherwise.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components.
  • installed can be a fixed connection or a detachable connection , Or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components.
  • the first feature “on” or “under” the second feature may be in direct contact with the first and second features, or the first and second features may be indirectly through an intermediary. contact.
  • the "above”, “above” and “above” of the first feature on the second feature may mean that the first feature is directly above or diagonally above the second feature, or it simply means that the level of the first feature is higher than the second feature.
  • the first feature "below”, “below” and “below” the second feature can mean that the first feature is directly below or obliquely below the second feature, or it simply means that the level of the first feature is smaller than the second feature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种轨道梁梁体(10)，包括上翼缘板(1)、下翼缘板(2)、加强板(3)及导向面板(4)，上翼缘板(1)与下翼缘板(2)在竖直方向上相对设置，加强板(3)连接在上翼缘板(1)与下翼缘板(2)之间，加强板(3)上形成有沿轨道梁梁体的宽度方向凸出的多个凸起(31)，多个凸起(31)沿轨道梁梁体的长度方向间隔设置，以使加强板(3)形成有多个间隔设置的连接部(32)；连接部(32)与导向面板(4)可拆卸连接，导向面板(4)沿轨道梁梁体的长度方向延伸，以使导向面板(4)与多个凸起(31)之间形成多个空腔。

Description

轨道梁梁体、轨道梁及轨道交通系统
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2019年9月30日提交的、申请名称为“轨道梁梁体、轨道梁及轨道交通系统”的、中国专利申请号“201921683934.4”的优先权。
技术领域
本申请属于轨道交通的技术领域，尤其涉及一种轨道梁梁体、轨道梁及轨道交通系统。
背景技术
随着城市化进程的不断推进，轨道车辆能为生活和生产带来很多的便利。但是，相关技术中的轨道梁由于造价高，施工工艺较为复杂，从而导致轨道车辆的应用得不到快速的发展。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一，本申请所要解决的技术问题是：导向面板与上翼缘焊接导致的施工难度增加，施工工期延长的问题。
为解决上述技术问题，本申请实施例提供一种轨道梁梁体，包括上翼缘板、下翼缘板、加强板及导向面板，所述上翼缘板与所述下翼缘板在竖直方向上相对设置，所述加强板连接在所述上翼缘板与所述下翼缘板之间，所述加强板上形成有沿所述轨道梁梁体的宽度方向凸出的多个凸起，多个所述凸起沿所述轨道梁梁体的长度方向间隔设置，以使所述加强板形成有多个间隔设置的连接部；
所述连接部与所述导向面板可拆卸连接，所述导向面板沿所述轨道梁梁体的长度方向延伸，以使所述导向面板与多个所述凸起之间形成多个空腔。
在一些实施例中，所述导向面板与所述连接部螺栓连接。
在一些实施例中，所述凸起在水平面上的投影包括圆弧及多段线的至少其中一种，所述多段线包括直线段或曲线段的至少一种。
在一些实施例中，所述上翼缘板在所述轨道梁梁体的宽度方向上具有相对设置的第一端及第二端，所述第一端到所述第二端的延伸方向与所述凸起到所述连接部的延伸方向一致，所述导向面板背离所述连接部的一侧表面与所述第二端所在的竖直平面间隔设置。
在一些实施例中，所述轨道梁梁体还包括多个肋板，所述肋板位于相邻的两个凸起之间且与所述加强板连接，所述肋板与所述导向面板分别位于所述连接部的两侧。
该轨道梁梁体的加强板上形成有多个凸起，多个凸起以在轨道梁梁体的长度方向间隔设置，以使加强板形成有多个间隔设置的连接部，导向面板可拆卸地连接在连接部上，这样加强板为导向面板的安装提供了安装面，避免了将导向面板直接焊接在上翼缘板上，这样，就不需要必须在焊接之后才能完成打磨和喷漆的步骤，从而使得轨道梁梁体在装配过程中，可以在打磨和喷漆之后再将导向面板连接在连接部上，进而增大了打磨和喷漆的空间，有利于提高装配效率。另外，由于导向面板可拆卸地连接在加强板上，因此，在运输过程中可以将导向面板及加强板分体运输，大大减少了轨道梁梁体的运输成本。
本申请实施例还提供一种轨道梁，包括第一梁体及第二梁体，所述第一梁体与所述第二梁体相对设置，所述第一梁体及所述第二梁体的至少其中一个为上述的轨道梁梁体。
在一些实施例中，所述第一梁体与所述第二梁体均为权利要求1-5任一项所述的轨道梁梁体，所述第一梁体的加强板向背离所述第二梁体的方向凸出以形成所述第一梁体的凸起，所述第二梁体的加强板向背离所述第一梁体的方向凸出以形成所述第二梁体的凸起。
在一些实施例中，所述轨道梁还包括第一横梁，所述第一横梁的一端于所述第一梁体的连接部处与所述第一梁体连接，所述第二横梁的另一端于所述第二梁体的连接部处与第二梁体连接。
在一些实施例中，所述第一横梁设有多个，所述轨道梁还包括第二横梁，任意相邻的两个所述第一横梁，所述第二横梁的一端于其中一个所述第一横梁与所述第一梁体的连接处与所述第一梁体及其中一个所述第一横梁的至少一个连接，所述第二横梁的另一端于另一个所述第一横梁与所述第二梁体的连接处与所述第二梁体及另一个所述第一横梁的至少一个连接。
本申请实施例又提供了一种轨道交通系统，包括轨道车辆及上述的轨道梁，所述轨道车辆包括走行轮及导向轮，所述走行轮适于与所述上翼缘板接触，所述导向轮适于与所述导向面板接触。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是本申请实施例提供的轨道梁的立体图；
图2是图1提供的轨道梁的另一视角的立体图；
图3是图1提供的轨道梁的示意图；
图4是图1提供的轨道梁的俯视图；
图5是图1提供的轨道梁的轨道梁梁体的示意图；
图6是图4提供的轨道梁梁体的加强板的示意图(形式1)；
图7是图4提供的轨道梁梁体的加强板的示意图(形式2)；
图8是图4提供的轨道梁梁体的加强板的示意图(形式3)；
图9是图4提供的轨道梁梁体的加强板的示意图(形式4)。
说明书中的附图标记如下：
10、轨道梁梁体；1、上翼缘板；2、下翼缘板；3、加强板；31、凸起；32、连接部；4、导向面板；5、肋板；51、顶板；52、底板；
100、轨道梁；101、第一梁体；102、第二梁体；103、第一横梁；1031、第一连接部；1032、第二连接部；1033、第三连接部；104、第二横梁；1041、第四连接部；1042、第五连接部。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
轨道梁适应于轨道车辆的行走和导向，包括行走面板和导向面板。现有技术中，导向面板需要焊接在梁体上，施工工艺复杂，且由于施工空间限制，焊接质量难以保证，导向面板与导向轮的配合可靠性难以保证。
如图1至图3所示，本申请实施例提供一种轨道梁100，包括第一梁体101及第二梁体102，第一梁体101与第二梁体102相对设置，第一梁体101及第二梁体102的至少其中一个为下述的轨道梁梁体10。
具体地，本申请提供的实施例的第一梁体101及第二梁体102均为下述的轨道梁梁体10。
在其他实施例中，还可以是，第一梁体101为下述的轨道梁梁体10，第二梁体102为其他形式的梁体结构，也可以是，第二梁体102为下述的轨道梁梁体10，第一梁体101为其他形式的梁体结构。
如图1及图4所示，该轨道梁梁体10包括上翼缘板1、下翼缘板2、加强板3及导向面板4，上翼缘板1与所述下翼缘板2在竖直方向上相对设置，加强板3连接在上翼缘板1与下翼缘板2之间，加强板3形成有多个凸起31，多个凸起31沿轨道梁梁体10的长度方向间隔设置，以使加强板3形成有多个间隔设置的连接部32，导向面板4可拆卸地连接在连 接部32上，导向面板4沿轨道梁梁体10的长度方向延伸，以使导向面板4与多个凸起31之间形成多个空腔。
该轨道梁梁体10的加强板3上形成有沿轨道梁梁体10的宽度方向凸出的多个凸起31，多个凸起31以在轨道梁梁体10的长度方向间隔设置，以使加强板3形成有多个间隔设置的连接部32，导向面板4可拆卸地连接在连接部32上，这样加强板3为导向面板4的安装提供了安装面，避免了将导向面板4直接焊接在上翼缘板1上，这样，就不需要必须在焊接之后才能完成打磨和喷漆的步骤，从而使得轨道梁梁体10在装配过程中，可以在打磨和喷漆之后再将导向面板4连接在连接部32上，进而增大了打磨和喷漆的空间，有利于提高装配效率。另外，由于导向面板4可拆卸地连接在加强板3上，因此，在运输过程中可以将导向面板4及加强板3分体运输，大大减少了轨道梁梁体10的运输成本。
其中上翼缘板1背离与下翼缘板2的一侧表面形成为走行面，用于与轨道车辆的走行轮接触，下翼缘板2用于与墩柱连接，从而使得该轨道梁梁体10在墩柱上的固定。
在如图3所示的实施例中，下翼缘板2与墩柱采用螺栓连接。
在其他实施例中，下翼缘板2与墩柱还可以通过焊接等其他方式实现连接。
在如图3及图5所示的实施例中，连接部32上形成有通孔，导向面板4上形成有沉台孔，螺栓的头部穿过第一通孔并拧紧在沉台孔内，从而避免螺栓穿出导向面板4影响导向面板4与导向轮的接触。在具体的安装过程中，相邻的两个凸起31之间的间隔为螺栓的安装提供了实施空间，装配简单方便。
可以理解的是，用于连接导向面板4与连接部32的螺栓设有多个，多个螺栓形成沿竖直方向间隔排布的多个螺栓排，每一螺栓排包括至少一个螺栓。当连接部32及导向面板4上均形成有通孔时，多个螺栓排在竖直方向上限定出导向轮的行驶空间，以满足导向轮的行驶需要。例如，当多个螺栓形成两个螺栓排，其中一个螺栓排连接在导向面板4的上部，另外一个螺栓排连接在导向面板4的下部，当轨道车辆行驶在该由轨道梁梁体10组成的轨道梁100上时，导向轮介于两个螺栓排之间，且尽可能地增大两个螺栓排在竖直方向上的距离，从而为导向轮在竖直方向上可能的运动提供空间。此时，螺栓的头部可以抵靠在导向面板4上，也可以抵靠在连接部32上。当螺栓的头部地靠在连接部32上时，螺栓的尾部尽量少地露出导向面板4或者不露出导向面板4，这样，可以降低对螺栓排在竖直方向上的间隔的要求。总而言之，用于连接导向面板4及连接部32的螺栓以不影响导向面板4与导向轮的接触为宜。
在其他实施例中，还可以是，连接部32与导向面板4之间还可以通过插接连接，例如，导向面板4朝向连接部32的一侧形成插接柱，连接部32形成有插孔，插接柱插接在插孔中，还可以借助堵头等将插接柱临时性地固定在插孔内。还可以是，连接部32与导向面板 4之间通过卡扣连接等其他方式实现可拆卸连接。
如图6至图7所示，凸起31在水平面上的投影包括圆弧及多段线的至少其中一种，多段线包括直线段或曲线段的至少一种，当凸起31在水平面上的投影为多段线时，多段线的首端与连接部32的一端连接，多段线的尾端与连接部32的另一端连接。
如图6所示，凸起31在水平面上的投影为圆弧，其中圆弧可以是优弧、劣弧或者是半圆弧。
如图7所示，多段线包括两条首尾连接的直线段，两条直线段的长度相同且对称设置，这样能够使得设置在上翼缘板1与下翼缘板2之间的加强板3的受力均匀，使得整个轨道梁梁体10结构稳定，延长其使用寿命。
在其他实施例中，当多段线包括两条首尾连接的直线段时，两条直线段的长度也可以不同。
如图8及图9所示，多段线包括三条直线段，分别为第一直线段、第二直线段及第三直线段，第一直线段及第二直线段分别连接在第三直线段的两端，且第一直线段及第二直线段对称设置，其中，第一直线段及第二直线段的对称中心线与第三直线段垂直设置且垂足为第三直线段的中点。这样，当轨道车辆行驶在该轨道梁梁体10上时，加强板3的受力均匀，使得整个轨道梁梁体10结构稳定，延长其使用寿命。第三直线段与第一直线段之间的夹角可以是锐角也可以是直角。当第三直线段与第一直线段之间的夹角是直角时，第三直线段与第一直线段之间可以采用圆滑过渡，也可以采用直角过渡。第三直线段在轨道梁梁体10的长度方向上的延伸长度不做具体的限制，可以是大于连接部32在轨道梁梁体10的长度方向上的延伸长度，也可以等于连接在轨道梁梁体10的长度方向上的延伸长度，也可以小于连接部32在轨道梁梁体10的长度方向上的延伸长度。
在其他实施例中，第一直线段与第三直线段之间的夹角也可以不同于第二直线段与第三直线段之间的夹角。在其他实施例中，多段线还可以是直线段与曲线段之间的结合，对直线段或者曲线段的条数不做具体的限制，对直线段与曲线段的配合方式也不做具体的限制。
如图3至图5所示，上翼缘板1在轨道梁梁体10的宽度方向上具有相对设置的第一端及第二端，第一端到第二端的延伸方向与凸起31到连接部32的延伸方向一致，导向面板4背离连接部32的一侧表面与第二端所在的竖直平面间隔设置，从而能够使得上翼缘板1的第二端能够突出于导向面板4的部分能够形成轨道梁梁体10的抗侧翻挡板，以能够与轨道车辆配合，防止轨道车辆在极端情况下发生侧翻。
如图1所示，轨道梁梁体10还包括多个肋板5，肋板5位于相邻的两个凸起31之间且与加强板3连接，肋板5与导向面板4分别位于连接部32的两侧。肋板5的设置有助于提高该轨道梁梁体10的结构强度，也能够对加强板3起到一定的支撑作用。具体地，如图1 所示，肋板5为T字型结构，包括顶板51与底板52，顶板51抵接在相邻的两个凸起31之间且与两个凸起31连接，顶板51朝向连接部32的一侧抵接在连接部32上且与连接部32连接，底板52的一端连接与顶板51连接，另一端与下翼缘板2连接。肋板5的设置增加了位于上翼缘板1和下翼缘板2之间的加强板3的强度，避免了加强板3的变形，从而能够使得导向面板4能够稳定地连接在连接部32上，保证其平面度。本实施例中，底板52与顶板51的连接处位于顶板51的中心位置，从而能够使得加强板3与肋板5的连接更加稳定，也在一定程度上增加了整个结构的稳定性。在其他实施例中，底板52与顶板51的连接处也可以处于顶板51的其他位置。
在其他实施例中，肋板5也可以是十字型结构。当肋板5为十字型结构时，肋板5的顶部能够与上翼缘板1接触，此时，肋板5可以抵接在上翼缘板1上，也可以是肋板5通过焊接、卡接、螺栓连接等其他方式固定或活动连接在上翼缘板1上，以使该肋板5能够对上翼缘板1形成支撑作用。还可以是，肋板5由两块呈夹角设置的板组成或者其他的结构。
可以理解的是，该实用新型的肋板5结构也可以是非严格意义上的十字型结构或者T字型结构，本文列举出的具体实施例不应限制该实用新型。
本实施例中，肋板5与加强板3的连接为焊接，肋板5与下翼缘板2之间的连接也为焊接。
在其他实施例中，肋板5与加强板3的连接方式还可以是螺栓连接、卡接、插接等其他方式，肋板5与下翼缘板2的连接方式也可以是螺栓连接、卡接、插接等其他方式。肋板5与加强板3的连接方式、肋板5与下翼缘板2的连接方式可以相同，也可以不同。
如图1所示，本申请提供的轨道梁100，第一梁体101的加强板3向背离第二梁体102的方向凸出以形成第一梁体101的凸起31，第二梁体102的加强板3向背离第一梁体101的方向凸出以形成第二梁体102的凸起31，以使第一梁体101的导向面板4与第二梁体102的导向面板4能够相对设置，以使该轨道梁100能够适用于内导向的轨道车辆。
在其他实施例中，第一梁体101的加强板3朝向第二梁体102的方向凸出以形成第一梁体101的凸起31，第二梁体102的加强板3朝向第一梁体101的方向凸出以形成第二梁体102的凸起31，以使第一梁体101的导向面板4与第二梁体102的导向面板4能够相背设置，以使该轨道梁100能够适用于外导向的轨道车辆。
本申请的轨道梁100还包括第一横梁103，第一横梁103的一端于第一梁体101的连接部32处与第一梁体101连接，所述第一横梁103的另一端于与第二梁体102的连接部32处与所述第二梁体102连接。
如图1所示，第一横梁103的一端与第一梁体101的连接位置至少包括第一梁体101的下翼缘板2的上表面与第一横梁103接触的部分以及第一梁体101的连接部32与第一横 梁103接触的部分。类似地，第一横梁103的另一端与第二梁体102的连接位置至少包括第二梁体102的下翼缘板2的上表面与第一横梁103接触的部分以及第二梁体102的连接部32与第一横梁103接触的部分。
如图1所示，第一横梁103包括第一连接部1031、第二连接部1032及第三连接部1033，第一连接部1031与第二连接部1032在竖直方向上间隔设置，第三连接部1033连接在第一连接部1031与第二连接部1032之间，第一连接部1031位于第二连接部1032的上方，第一连接部1031的一端与第一梁体101的连接部32连接，第一连接部1031的另一端与第二梁体102的连接部32连接，第二连接部1032的一端与第一梁体101的下翼缘板2连接，第二连接部1032的另一端与第二梁体102的下翼缘板2连接。可以理解的是，第二连接部1032与第一梁体101的下翼缘板2的连接位置可以是第一梁体101的下翼缘板2的上表面，也可以是第一梁体101的下翼缘板2的靠近第二梁体102的一侧表面，第二连接部1032与第二梁体102的下翼缘板2的连接位置可以是第二梁体102的下翼缘板2的上表面，也可以是第二梁体102的下翼缘板2的靠近第一梁体101的一侧表面。该实施例中，导向面板4及第一连接部1031均与第三连接部1033垂直。
本实施例中，第一横梁103在第一梁体101与第二梁体102之间的延伸方向与轨道梁100的宽度方向一致。
在其他实施例中，第一横梁103在第一梁体101与第二梁体102之间的延伸方向还可以与轨道梁100的宽度方向呈夹角设置。
在如图1所示的实施例中，轨道梁100还包括第二横梁104，任意相邻的两个第一横梁103，第二横梁104的一端于其中一个第一横梁103与第一梁体101的连接处与其中一个第一横梁103连接，第二横梁104的另一端于另一个第一横梁103与第二梁体102的连接处与另一个第一横梁103连接。
也就是说，第二横梁104用于连接相邻的两个第一横梁103，并对第一梁体101与第二梁体102的中间的连接起到进一步的辅助作用，从而使得位于第一梁体101、第二梁体102、第一横梁103与第二横梁104之间形成稳定的连接结构，提高该轨道梁100的结构强度及结构稳定性。
其中，第一横梁103及第二横梁104均焊接在第一梁体101与第二梁体102之间。
在其他实施例中，第一横梁103及第二横梁104还可以通过螺栓连接、卡接、插接等其他方式连接在第一梁体101与第二梁体102之间。还可以是，第二横梁104的一端于其中一个第一横梁103与第一梁体101的连接处与第一梁体101连接，第二横梁104的另一端于另一个第一横梁103与第二梁体102的连接处与第二梁体102连接；也可以是，其中一个第一横梁103与第一梁体101均与第二横梁104的一端连接，另一个第一横梁103与第 二梁体均与第二横梁104的另一端连接。
第二横梁104包括第四连接部1041及第五连接部1042，第二横梁104位于相邻的两个第一横梁103之间，第五连接部1042连接在第四连接部1041的下方且与第四连接部1041垂直设置，其中，第四连接部1041连接在第一连接部1031的下方，第五连接部1042由第四连接部1041向下延伸，本实施例中，第一梁体101的下翼缘板2及第二梁体102的下翼缘板2均与第五连接部1042间隔设置。
在其他实施例中，可以是，第四连接部1041与第一梁体101的连接部32连接，还可以是，第四连接部1041连接在第一连接部1031的上方。还可以是，第五连接部1042向下延伸至与第一梁体101的下翼缘板2连接且与第二梁体102的下翼缘板2连接。还可以是，第二横梁104也为工字型结构，与第一横梁103的结构类似，本文不做赘述。
本申请实施例提供一种轨道交通系统，包括轨道车辆及上述实施例的轨道梁100，其中轨道车辆包括走行轮及导向轮，在实际应用过程中，走行轮能够与上翼缘板1接触，导向轮能够与导向面板4接触。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个以上，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下 方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (10)

  1. 一种轨道梁梁体，其特征在于，包括上翼缘板、下翼缘板、加强板及导向面板，所述上翼缘板与所述下翼缘板在竖直方向上相对设置，所述加强板连接在所述上翼缘板与所述下翼缘板之间，所述加强板上形成有沿所述轨道梁梁体的宽度方向凸出的多个凸起，多个所述凸起沿所述轨道梁梁体的长度方向间隔设置，以使所述加强板形成有多个间隔设置的连接部；
    所述连接部与所述导向面板可拆卸连接，所述导向面板沿所述轨道梁梁体的长度方向延伸，以使所述导向面板与多个所述凸起之间形成多个空腔。
  2. 根据权利要求1所述的轨道梁梁体，其特征在于，所述导向面板与所述连接部螺栓连接。
  3. 根据权利要求1所述的轨道梁梁体，其特征在于，所述凸起在水平面上的投影包括圆弧及多段线的至少其中一种，所述多段线包括直线段及曲线段的至少一种。
  4. 根据权利要求1-3任一项所述的轨道梁梁体，其特征在于，所述上翼缘板在所述轨道梁梁体的宽度方向上具有相对设置的第一端及第二端，所述第一端到所述第二端的延伸方向与所述凸起到所述连接部的延伸方向一致，所述导向面板背离所述连接部的一侧表面与所述第二端所在的竖直平面间隔设置。
  5. 根据权利要求1所述的轨道梁梁体，其特征在于，所述轨道梁梁体还包括多个肋板，所述肋板位于相邻的两个凸起之间且与所述加强板连接，所述肋板与所述导向面板分别位于所述连接部的两侧。
  6. 一种轨道梁，其特征在于，包括第一梁体及第二梁体，所述第一梁体与所述第二梁体相对设置，所述第一梁体及所述第二梁体的至少其中一个为权利要求1-5任一项所述的轨道梁梁体。
  7. 根据权利要求6所述的轨道梁，其特征在于，所述第一梁体与所述第二梁体均为权利要求1-5任一项所述的轨道梁梁体，所述第一梁体的加强板向背离所述第二梁体的方向凸出以形成所述第一梁体的凸起，所述第二梁体的加强板向背离所述第一梁体的方向凸出以形成所述第二梁体的凸起。
  8. 根据权利要求7所述的轨道梁，其特征在于，所述轨道梁还包括第一横梁，所述第一横梁的一端于所述第一梁体的连接部处与所述第一梁体连接，所述第二横梁的另一端于所述第二梁体的连接部处与第二梁体连接。
  9. 根据权利要求8所述的轨道梁，其特征在于，所述第一横梁设有多个，所述轨道梁还包括第二横梁，任意相邻的两个所述第一横梁，所述第二横梁的一端于其中一个所述第一 横梁与所述第一梁体的连接处与所述第一梁体及其中一个所述第一横梁的至少一个连接，所述第二横梁的另一端于另一个所述第一横梁与所述第二梁体的连接处与所述第二梁体及另一个所述第一横梁的至少一个连接。
  10. 一种轨道交通系统，其特征在于，包括轨道车辆及权利要求6-9任一项所述的轨道梁，所述轨道车辆包括走行轮及导向轮，所述走行轮适于与所述上翼缘板接触，所述导向轮适于与所述导向面板接触。
PCT/CN2020/118106 2019-09-30 2020-09-27 轨道梁梁体、轨道梁及轨道交通系统 WO2021063286A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201921683934.4U CN211340224U (zh) 2019-09-30 2019-09-30 轨道梁梁体、轨道梁及轨道交通系统
CN201921683934.4 2019-09-30

Publications (1)

Publication Number Publication Date
WO2021063286A1 true WO2021063286A1 (zh) 2021-04-08

Family

ID=72136083

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/118106 WO2021063286A1 (zh) 2019-09-30 2020-09-27 轨道梁梁体、轨道梁及轨道交通系统

Country Status (2)

Country Link
CN (1) CN211340224U (zh)
WO (1) WO2021063286A1 (zh)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112921715A (zh) * 2021-01-20 2021-06-08 中铁工程设计咨询集团有限公司 一种用于胶轮有轨电车的轨道梁及其施工方法
CN112921716A (zh) * 2021-01-20 2021-06-08 中铁工程设计咨询集团有限公司 一种用于胶轮有轨电车的双工型钢轨道梁及施工方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000230205A (ja) * 1999-02-09 2000-08-22 Shimizu Corp 高架軌道施工方法および装置
CN2499296Y (zh) * 2001-07-19 2002-07-10 上海磁悬浮交通发展有限公司 磁悬浮铁路轨道梁侧面导向装置
CN107190592A (zh) * 2017-07-24 2017-09-22 中国五冶集团有限公司 悬挂式单轨交通波纹腹板轨道梁
CN209010948U (zh) * 2018-09-20 2019-06-21 比亚迪股份有限公司 轨道梁及轨道交通系统
CN211340228U (zh) * 2019-10-31 2020-08-25 比亚迪股份有限公司 轨道单元和具有其的交通轨道

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000230205A (ja) * 1999-02-09 2000-08-22 Shimizu Corp 高架軌道施工方法および装置
CN2499296Y (zh) * 2001-07-19 2002-07-10 上海磁悬浮交通发展有限公司 磁悬浮铁路轨道梁侧面导向装置
CN107190592A (zh) * 2017-07-24 2017-09-22 中国五冶集团有限公司 悬挂式单轨交通波纹腹板轨道梁
CN209010948U (zh) * 2018-09-20 2019-06-21 比亚迪股份有限公司 轨道梁及轨道交通系统
CN211340228U (zh) * 2019-10-31 2020-08-25 比亚迪股份有限公司 轨道单元和具有其的交通轨道

Also Published As

Publication number Publication date
CN211340224U (zh) 2020-08-25

Similar Documents

Publication Publication Date Title
WO2021063286A1 (zh) 轨道梁梁体、轨道梁及轨道交通系统
US9755262B2 (en) Resin panel structure
WO2020043186A1 (zh) 用于车辆的前端框架及车辆
WO2021063226A1 (zh) 轨道式车辆的导轨梁、轨道梁单元以及轨道梁
WO2021063225A1 (zh) 轨道式车辆的导轨梁、轨道梁单元以及轨道梁
WO2020192032A1 (zh) 轨道车辆用端部底架结构及轨道车辆
CN205445908U (zh) 风力发电机组的塔筒及风力发电机组
CN208604429U (zh) 轨道梁底板连接件
WO2016138774A1 (zh) 轨道车辆及其牵引梁
WO2023024689A1 (zh) 一种电动客车的车架
CN206873640U (zh) 一种方钢管柱与h型钢的边梁柱节点及装配式连接件
WO2020211269A1 (zh) 司机室车顶结构、司机室及轨道列车
CN207630946U (zh) 一种动力电池固定结构
CN205168153U (zh) 一种电动汽车驱动电池的快速更换结构
CN209636961U (zh) 梁柱连接装置
CN216733753U (zh) 一种车桥用三通固定装置
CN111016558A (zh) 拖车钩结构、拖车钩总成及车辆
CN215407514U (zh) 一种用于烟道施工pc构件的定位装置
CN219364929U (zh) 一种h型钢柱与h型钢梁端部装配式节点
CN213087381U (zh) 一种工字钢悬挑架
CN217396126U (zh) 拖拽装置安装结构和车辆
CN217150807U (zh) 一种曲面幕墙支撑结构
CN104494614A (zh) 用于漏斗车的端墙、侧墙与漏斗脊的连接结构
CN212921717U (zh) 汽车右前地板后横梁总成
CN219365420U (zh) 一种插接式型钢主背楞装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20871143

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 20871143

Country of ref document: EP

Kind code of ref document: A1