JPS63502A - Track structure in cable suspension railroad - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

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

In conventional track vehicle systems, 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 perspective, the Roveway seems fit for purpose. In fact, the cables on the Roeway have elasticity, so they have the advantage of making less noise while running and providing a good ride. However, in the Roeway, the cables hang down between the towers, so the vehicle rises when passing the tower and then descends between the towers, 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 is able to absorb all of the dead load, which is the weight of the track structure itself, and the live load, which is the weight of two cars, by means of a support cable 1 stretched in a catenary shape. is configured to support. A rail 2 used for running a vehicle 5 is supported by a support cable 1 via a hanger 3. The track structure with this configuration has a steel tower 4,
Supported above the ground.

The rail 2 has two conveyor cables 7 as shown in FIG.
It has a structure in which the rails are arranged in parallel and connected to each other and covered with a rail cover 8, and two rails of this structure are held in parallel by brackets 9. The bracket 9 is then coupled to the support cable l by the track hanger 3. The upper surface of the rail cover 8 is flat, and the wheels of the vehicle roll on this upper surface. Since the conveyance cable 7 is bent due to the weight of the vehicle, the rail cover 8 is designed to bend this cable 7.
It is necessary to be able to follow the deflection of the

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, it is difficult to give the carrying cable a large upward camber and apply a large tension to the hanger due to the tension thereof. Therefore, the rigidity is insufficient, and it becomes difficult to reduce the deflection of the transport cable due to the live load.

Furthermore, in this conventional structure, the rails are fixedly attached to the steel tower, but as a result, the rails have no elasticity in the vertical direction at the part where the rails are attached to the steel tower, reducing the elasticity of the rails. If the suspension system of the vehicle is simplified using this method, an excessive impact will be applied to the vehicle body at the tower portion.

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. This eliminates the drawbacks of not being able to apply sufficient tension to the hanger and the loss of elasticity in the tower section, eliminating excessive flexure and curvature of the structure between spans, and providing sufficient vertical elasticity to the rail in the tower section. The purpose is to obtain.

Means for Solving the Problems The structural feature of the present invention is that a stiffening cable having an upward camber is connected to a hanger that hangs something below the support cable, and the tension of the stiffening cable causes the hanger to be suspended. At the position of the tower supporting the cable, the support cable is fixed to the tower, and the stiffening cable is connected to a floating beam installed at the middle of the tower in the height direction. , both ends of which are coupled to the support cable via vertical rigid members.

According to the above structure 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 rigidity of the entire structure is increased. This can eliminate excessive deflection. In addition, the stiffening cable was connected to a floating beam installed at the tower, and the floating beam was not directly fixed to the tower, but was connected to a vertically elastic support cable via a vertically rigid member. , it is possible to give elasticity in the vertical direction to the track even in the tower section.

Example FIG. 1 shows a typical embodiment of the invention.

The track structure shown in the figure has a support cable 10 that is passed between the steel towers 21, and the support cable 10 is in a downwardly slack configuration between the steel towers 21. Support cable 10
A downwardly extending hanger 11 is connected at appropriate intervals to the hanger 11, and a stiffening cable 12 having an upward camber or an upwardly convex shape 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 acts to constantly apply tension to the hanger 11 and the support cable 10. A track 15 is connected to the stiffening cable 12 via a track hanger 16 . A vehicle 17 that is suspended and supported runs on a track 15.

The general structures 3 and L2 having such a structure are arranged continuously across the tower section M having the steel tower 21, and the station section N having the station structure 24 is provided at an appropriate position. 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.

FIG. 4 shows the relationship between the track structure and vehicles, and FIG. 5 shows details of the track 15. The track 15 has two rails 13 arranged in parallel, each consisting of a steel running rail piece 13a with a ■-shaped cross section and a guide rail piece 26 provided on one side of the running rail piece 13a, and are connected to each other by a bracket 14. It consists of A lower end of a truck hanger 16 is coupled to this bracket 14. A linear motor reaction rail conductor 27 is attached to the lower surface of each rail 13. Rail 13
The upper surface of constitutes the 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, and the bogie frame 18 supports a pair of running wheels 19 and a pair of guide wheels 20. 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. . The bogie frame 18 is provided with a primary coil 25 of a linear induction motor that corresponds to a reaction rail conductor 27 attached to the lower surface of the rail 13.

6 and 7 show details of the tower section M, in which the support cable 1 passes over the top 32 of the steel tower 21 mentioned above.
0 is stretched, and a floating beam 22 is provided in the middle rj1 part of the steel tower 21. A stiffening cable 12 is fixed to the floating beam 22, and the floating beam 22 is further connected to the support cable 10 by a vertically rigid rod 23. In this example, the rod 23 is bin-bonded to the support cable 10 and the floating beam 22 at its upper and lower ends, respectively. That is, a bracket 30 is provided on the support cable 10, and a bracket 31 is provided on the floating beam 22, and the upper and lower ends of the rod are connected to these brackets with 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, a component of the tension of the stiffening cable 12 acts on the rod 23 as a compression reaction force. By providing such a stiffening 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. That is, since the floating beam 22 is vertically connected to the support cable 10 by the rigid rod 28, the floating beam 22 is supported vertically with elasticity by the vertical elasticity of the support cable 10. Also in the tower section, the rail 15 can be elastically supported in the vertical direction.

Since the support cable 10 is fixed to the top 32 of the steel tower 21, its movement in the lateral direction is restrained, but the floating beam 22 is not restrained in the lateral direction. Therefore, a means is required to prevent excessive lateral displacement of the floating beam 22. In this embodiment, as shown in FIG. 7, the arm 2 is attached to the floating beam 22.
9, one end of a transverse rod 28 is pin-coupled to this arm 29, and the other end of the rod 28 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 long enough, the floating beam 22 in the track length direction
displacement can be sufficiently tolerated.

FIG. 8 shows an example of the configuration of the station structure 24.

A support cable anchor 24H is installed on the top of the station structure 24.
The support cable 10 is fixed by the stiffening cable anchor 24b, and the stiffening cable 12 is fixed by the stiffening cable anchor 24b. Inside the station structure 24, there are a concourse 24c and stairs 24.
d etc. are provided as necessary.

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

The action of the stiffening cable in the present invention is shown in FIG.
Further, the buffering effect due to the action of the floating beam will be explained with reference to FIG. 11. In Fig. 10, the state in which the vehicle weight of W is loaded on the center is shown by the dashed line, and the support cable is
Let s be the stiffening cable that shares W8, and the perpendicular distance f3, f when there is no load, and f's, f when loaded.
The relationship between 'l is expressed by the following formula:% Since the supporting cable and the stiffening cable are connected by a non-ringer, the deflection at each node is the same, and at the center it is assumed that δS = δl = δ. It can be seen from equation (2) that the cable tensile force determines the rigidity of the cable against the vehicle load under these conditions. Cable support basically has these characteristics and also has nonlinear characteristics due to the cable being stretched in a catenary shape, and the actual characteristics are nonlinear and cannot be easily expressed by a mathematical formula, but the value of K is fs/L='/1o~
'8 is 2 to 4 times the value calculated by equation (2).

In the case of the configuration shown in Figures 2 and 3, which are conventional examples without rigid cables, when the catenary shape of the support cable is determined, the value of P is very small if the track is lightweight due to its own weight, and in the end, it is Since the possible value of Hs is small, sufficient rigidity cannot be obtained. When a stiffening cable with sufficient camber, which is the structure applied in the present invention, is provided, P increases in proportion to an increase in Hl, and Hs also increases in proportion. As a result, as is clear from equation (2), K also becomes a proportionally high value. In other words, the rigidity will increase proportionally.

Next, FIG. 11 is a diagram showing the load and deflection in the tower section, where the solid line shows the unloaded state and the dashed-dotted line shows the state where the weight of the vehicle is applied.

If horizontal force H3 is applied to the support cable, the support at the tower section is The cable tension has a magnitude TA due to the vector sum of H3 and C.
The angles between T and T and A are φ and φ.

C' is the value of the weight of the vehicle added to the load, which is the sum of the weight W of the vehicle to the above C. Assuming that there is no change in the horizontal force H3 at the top of the tower, the magnitude is determined by the vector sum of Hs and σ. are T'AT and T'3. and the angles φ′A and φ′b
Therefore, the deflection δヮ, δ is as follows.

For simplicity, φ = φ8, that is, finally δ, = δ8
Find it as = δi.

Considering the real value as an example, where N is the stiffness against load W, m=
3" Hs = 100t W = 20'
This value is approximately 55% of the deflection 1.1'' at the mid-span load of the real value example of the general structure shown in Figure 6.
It is judged that the material has sufficient elasticity to cushion against vehicle running.

The support rigidity of the tower section causes deflection depending on the load shared even if the vehicle is in a general structure.For example, when there is a 20 ton vehicle at the center of the span, the tower section will deflect by 10 t, that is, 0. This results in a deflection of 31. - One end of the shell structure is elastically supported by such a tower, and according to a real numerical example, when there is a 20t vehicle at the center of the span, the deflection of the general structure with respect to the ground is 1.1' ″
and the deflection of the tower section of 0.3°, resulting in a deflection of 1.4''.

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 so as to constantly apply tension to the hanger and the support cable. Because of the arrangement, the stiffness of the cable structure, which bears all the dead and live loads, is significantly increased compared to conventional devices, and in the position of the tower supporting the cable in configurations with stiffened cables. A floating beam was provided to connect the stiffening cable, and this floating beam was connected vertically to the supporting cable pull using a rigid member.
Even in the position of the tower, it becomes possible to support the track elastically in the vertical direction. Therefore, even if the suspension of the vehicle is simplified, a sufficiently good ride comfort can be achieved even in the tower section.

[Brief explanation of drawings]

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, FIG. 5 is a front view showing details of the track structure, and FIG.
The figure is a side view showing the track structure in the tower section.
FIG. 6 is a front view of the part shown in FIG. 6, FIG. 8 is a side view showing the track structure in the station area, FIG. 9 is a view similar to FIG. 5 showing another embodiment of the present invention, and FIG. (a) (b) (C
) Satoshi and FIG. 11 are explanatory diagrams for explaining the mechanical principle of the track structure of the present invention. 10...Support cable, 11...
・Hanger, 12...Reinforcement cable, 1
3...Rail, 13a...Expansion joint, 14...Bracket, 15...
・Trajectory, 16...Truck hanger, 17...
... Vehicle, 21 ... Steel tower, 2
4...Station structure. Figure 7

Claims (2)

[Claims] (1) A support cable that is stretched like a catenary between the towers arranged at intervals and supports both dead load and live load, a hanger that hangs things below the support cable, and a hanger that is connected to the hanger and that The structure is such that strength and rigidity are maintained by a stiffening cable that is stretched to have a camber of In a track structure for a cable suspension railway, in which the bracket is supported by a track hanger depending from the stiffening cable, at the position of the tower, the support cable is fixed to the tower, and the support cable is fixed to the tower; The stiffening cable is connected to a floating beam provided at an intermediate portion in the height direction of the tower, and both ends of the floating beam are connected to the supporting cable via vertically rigid members. , cable suspension railway track structure. (2) In the track structure according to claim (1),
The floating beam is a track structure in which an arm provided on the floating beam is connected to the tower by a rod extending in a direction transverse to the track.