JPH0568561B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a track structure in a track vehicle system. In particular, the present invention relates to a suspension railway track structure that maintains strength and rigidity and uses cables as the main structural component.

Prior Art In a track vehicle system, a lightweight track structure is desired from the viewpoint of improving the economic efficiency of construction, and in urban areas, it is desired that overhead structures be as small as possible due to issues such as aesthetics and sunlight. From this point of view, the ropeway seems fit for purpose. In fact, since the cables of ropeways have elasticity, they have the advantage of low noise during travel and good riding comfort. However, in a ropeway, the cables hang down between the pylons, so the vehicle rises when passing the pylons and descends between the pylons, causing vertical movement, making it unsuitable for high-speed travel. In addition, since the cable surface, which is the rolling surface of the wheel, is not flat, there is a disadvantage that the contact pressure of the wheel increases locally, resulting in large wear of the wheel.

Japanese Patent Publication No. 58-55281 discloses a cable-based suspended track structure suitable for mass transportation. As shown in Figures 2 and 3, this track structure supports both the dead load, which is the weight of the track structure itself, and the live load, which is the weight of the vehicles, by means of support cables 1 stretched in a catenary shape. is configured to do so. Rails 2 used for running the vehicle 5
is supported by a support cable 1 via a hanger 3. The track structure with this configuration is supported above the ground surface by the steel tower 4.

As shown in FIG. 3, the rail 2 has a structure in which two conveyor cables are arranged in parallel and connected to each other, and covered with a rail cover 8. The two rails of this structure are connected in parallel by a bracket 9. is maintained. The bracket 9 is then connected to the support cable 1 by the track hanger 3. The track cover 8 is
The upper surface is a flat surface, and the vehicle wheels roll on this upper surface. Since the conveyance cable 7 is bent due to the weight of the vehicle, the rail cover 8 needs to be able to follow the bending of the cable 7.

The track structure with this configuration maintains its strength and rigidity with support cables, making it lightweight and low cost, and it is also easy to increase the span between support towers, making it economical and useful for crossing rivers and valleys. It has the advantage of being highly adaptable to different terrains. Furthermore, since it is a cable structure, it has elasticity and can simplify the suspension system of the vehicle, as well as making less noise during running and providing a good ride. However, since the carrying cable supports the vehicle on its upper surface, giving this carrying cable a large upward camber,
The tension makes it difficult to apply large tension to the hanger. Therefore, the rigidity is insufficient, and it becomes difficult to reduce the deflection of the transport cable due to the live load.

In recent years, many systems have been proposed that use linear motors, especially linear induction motors, as drive sources, but in known ropeways and cable-based suspension railways, in addition to the above-mentioned cables or tracks, there is a reaction system for linear molly. Rails must be provided. Furthermore, in the track structure described in the above-mentioned patent publication, only a small area of the side surface of the track cover can be used for vehicle guidance.
The operating conditions for the wheels that come into contact with the wheels and perform a guiding action become severe, and their lifespan is shortened.

Problems to be Solved by the Invention The present invention solves the above-mentioned problems in the conventional cable suspension railway track structure.

That is, the present invention does not lose the advantages of cable structures, such as lightweight track structures, low construction costs, large spans between support towers, good terrain adaptability, and good riding comfort. The purpose of the present invention is to solve the disadvantages of not being able to apply sufficient tension to the hanger and having parts such as the rail cover that have a short lifespan.

Means for Solving the Problems The present invention focuses on the fact that the cause of the above-mentioned problems lies in excessive deflection and curvature of the structure, and has completed a structure that can increase rigidity. That is, the structural feature of the present invention is that a stiffening cable having an upwardly facing camber is connected to a hanger that suspends something below the support cable, and the tension of the stiffening cable constantly applies tension to the hanger. That's what I did. Furthermore, another feature of the present invention is that two steel rails each having flanges on the upper and lower sides and a vertical surface serving as a guide rail are used, and these two steel rails are connected by a bracket. The bracket is connected to a reinforcing cable using a track hanger. If necessary, it is also possible to attach a plate of conductive material to the rail to serve as a reaction rail for the linear motor.

Effect According to the above configuration of the present invention, the stiffening cable having an upward camber is connected to the hanger connected to the support cable, and tension is constantly applied to the hanger, so that the increase in tension due to live load is prevented. Even if there is a problem, the rate of change in tension is small, thus increasing the rigidity of the entire structure and eliminating excessive deflection. Further, the rail has a flat upper surface forming a running surface, and has a sufficiently large guide surface on the side of the rail.

Embodiment FIG. 1 shows a typical embodiment of the invention. The track structure shown in the figure has a support cable 10 stretched between steel towers 21, and this support cable 10 is in a downwardly slack form between the steel towers 21. A downwardly hanging hanger 11 is connected to the support cable 10 at appropriate intervals, and an upwardly facing camber, that is, an upwardly convex stiffening cable 12 is connected to the lower end of the hanger 11. The stiffening cable 12 is stretched between the steel towers 21 with tension, and the tension causes the hanger 11 to
and acts to constantly apply tension to the support cable 10. A track 15 is connected to the stiffening cable 12 via a track hanger 16. Orbit 15
A vehicle 17 suspended above runs.

The general structures L ₁ and L ₂ having such a structure are arranged continuously with the tower section M having the steel tower 21 in between, and the station section N having the station structure 24 at an appropriate position.
will be provided. One end of each of the support cable 10 and the stiffening cable 12 of the track structure is coupled to the station structure 24 of the station part N, so that the track structure is supported by the station structure.

Figure 4 shows the relationship between the track structure and vehicles, and Figure 5 shows the relationship between the track structure and vehicles.
The figure shows details of the trajectory 15. The track 15 includes a steel running rail piece 13a with an I-shaped cross section and the running rail piece 13a.
Two rails 13 consisting of a guide rail piece 26 provided on one side of the rail are arranged in parallel and connected to each other by a bracket 14. This bracket 14
The lower end of the track hanger 16 is connected to the lower end of the track hanger 16. A linear motor reaction rail conductor 27 is attached to the lower surface of each rail 13. The upper surface of the rail 13 constitutes a running surface.

The vehicle 17 consists of a vehicle body 17a and a bogie frame 18 provided on the top of the vehicle body 17a.
A pair of running wheels 19 and a pair of guide wheels 20 are supported. The running wheels 19 are arranged so as to roll on the upper surfaces of each of the pair of running rail pieces 13, and the guide wheels 20 are arranged so as to roll on the guide surfaces formed on the side surfaces of the guide rail pieces 26. ing. The bogie frame 18 is provided with a linear induction motor primary coil 25 that corresponds to a reaction rail conductor 27 attached to the lower surface of the rail 13.

6 and 7 show the details of the tower section M. The support cable 10 is stretched over the top 32 of the above-mentioned steel tower 21, and in the middle of the steel tower 21 there is a floating beam. 22 are provided. floating beam 22
A stiffening cable 12 is fixed to the support cable 10, and the floating beam 22 is connected to the support cable 10 by a rigid rod 23. In this example, the rod 23 is pin-coupled at its upper and lower ends to the support cable 10 and the floating beam 22, respectively. That is, the bracket 30 is attached to the support cable 10.
Further, brackets 31 are provided on each of the floating beams 22, and the upper and lower ends of the rods are connected to these brackets by pins.

In the general structure, the tension of the stiffening cable 12 acts to constantly apply tension to the hanger 11 and the support cable 10. In the tower M, the reaction force of the tension of the stiffening cable 12 acts on the rod 23 as a compressive force. By providing such a reinforcing cable 12, the rigidity of the general structure can be dramatically increased. In the tower M, rigidity is provided only by the support cables 10.

Since the support cable 10 is fixed to the top 32 of the steel tower 21, lateral movement is restricted;
There are no lateral constraints on the floating beam 22. Therefore, a means is required to prevent excessive lateral displacement of the floating beam 22. In this embodiment, as shown in FIG. 7, an arm 29 is provided on the floating beam 22, one end of a lateral rod 28 is pin-coupled to this arm 29, and the other end of the rod is pin-coupled to the steel tower 21.
With this configuration, the displacement of the floating beam 22 in the vertical direction is not restricted, but the displacement in the lateral direction can be restricted. If the rod 28 is sufficiently long, the displacement of the floating beam 22 in the longitudinal direction of the track can be sufficiently tolerated.

FIG. 8 shows an example of the configuration of the station structure 24. The support cable 10 is fixed to the upper beam part of the station structure 24 by a support cable anchor 24a, and the stiffening cable 12 is fixed to the upper beam part of the station structure 24 by a stiffening cable anchor 24b. Station structure 2
4, a concourse 24c, stairs 24d, etc. are provided as necessary.

FIG. 9 shows another embodiment of the present invention,
In this embodiment, the rail 13 is constituted by a rail piece 40 having a U-shaped cross section, the upper surface of the U-shaped cross section serving as a running surface, and the outer side surface serving as a guide surface. Furthermore, the conductor 41 for the reaction rail of the linear motor is attached to the lower surface of the rail piece in the same manner as in the previous example.

Effects As described above, in the present invention, a stiffening cable having an upwardly convex camber is coupled to a hanger coupled to a support cable, and arranged so as to constantly apply tension to the hanger and the support cable. As a result, the rigidity of the cable structure, which bears both dead and live loads, is dramatically increased compared to conventional devices. Furthermore, since the rails that support the vehicle have flat surfaces on the top and bottom and vertical surfaces that serve as guide surfaces, the upper surface can constitute a running surface, and at the same time, the vertical surface can be used as a guide surface. Furthermore, it is easy to attach the conductor for the reaction rail of the linear motor to the lower side of the lower plane, and the reaction rail can be constructed by the rigid portion on the lower surface of the rail and the conductor attached in this way. Therefore, there is an effect that there is no need to provide a reaction rail separately from the traveling rail as in the conventional case.

[Brief explanation of the drawing]

Fig. 1 is a side view of a cable suspension railway showing an embodiment of the present invention, Fig. 2 is a side view showing a conventional structure, and Fig. 3 is a perspective view showing an example of rails in the conventional structure. , FIG. 4 is a front view showing the relationship between the track and the vehicle in the embodiment of the present invention, and FIG.
FIG. 6 is a front view showing details of the track structure, FIG. 6 is a side view showing the track structure in the tower section, FIG. 7 is a front view of the part shown in FIG. 6, and FIG. 8 is a side view showing the track structure in the station section. The side view shown in FIG. 9 is similar to FIG. 5 showing another embodiment of the present invention. 10...Support cable, 11...Hanger, 1
2... Stiffening cable, 13... Rail, 14... Bracket, 15... Track, 16... Track hanger, 17... Vehicle, 21... Steel tower, 24... Station structure.

Claims (1)

[Scope of Claims] 1. A support cable stretched in a catenary shape and supporting both dead load and live load, a hanger for hanging something below the support cable, and a camber coupled to the hanger and directed upward. The structure is such that strength and rigidity are maintained by a stiffening cable that is stretched as shown in FIG. A track structure for a cable suspension railway, characterized in that the rails of the rails are arranged in parallel on the left and right and are connected to each other by brackets, and the brackets are supported by track hangers hanging from the stiffening cable. 2. In the track structure set forth in claim 1,
A track structure, wherein the track is provided with a conductor for a linear motor.