WO2021063225A1

WO2021063225A1 - Guide rail beam of rail vehicle, rail beam unit and rail beam

Info

Publication number: WO2021063225A1
Application number: PCT/CN2020/117123
Authority: WO
Inventors: 王赛宁; 杨靖; 刘晓彤; 关丹丹; 吴丹利
Original assignee: 比亚迪股份有限公司
Priority date: 2019-09-30
Filing date: 2020-09-23
Publication date: 2021-04-08
Also published as: CN112575622A; CN112575622B

Abstract

Provided are a guide rail beam (10) of a rail vehicle (9), a rail beam unit (100) composed of the guide rail beam (10), and a rail beam (1000). The guide rail beam (10) comprises a fixed plate (1), a flange plate (2), a web plate (3) and a guide plate (4), wherein the fixed plate (1) is supported on an installation surface (20), the flange plate (2) is arranged above the fixed plate (1), a travelling wheel (91) runs on the flange plate (2), an upper end and a lower end of the web plate (3) are respectively connected to the flange plate (2) and the fixed plate (1), an upper end of the guide plate (4) is connected to the flange plate (2), a lower end thereof is spaced apart from the fixed plate (1) to form a gap (a), and the guide plate (4) makes contact with a guide wheel (92) for cooperation to guide the guide wheel (92).

Description

Rail beams, rail beam units and rail beams of rail vehicles

Cross-references to related applications

This application is based on a Chinese patent application with an application number of 201910942388.X and an application date of September 30, 2019, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby incorporated into this application by reference.

Technical field

This application relates to the field of rail transit, and in particular to a rail beam, a rail beam unit and a rail beam of a rail vehicle.

Background technique

With the continuous advancement of urbanization, rail vehicles can bring a lot of convenience to life and production. However, the construction process of the track beam in the related technology is complicated, the operation is inconvenient, the quality is difficult to guarantee, and the cost is high, which leads to the rapid development of the application of the track-type vehicle.

Summary of the invention

This application aims to solve at least one of the technical problems existing in the prior art.

For this reason, this application proposes a rail beam for a rail vehicle, which has a simple structure, saves materials, is economical and practical, easy to process, and easy to ensure accuracy.

This application also proposes a rail beam unit for a rail vehicle with the above-mentioned rail beam.

This application also proposes a rail beam for a rail vehicle having the above-mentioned rail beam unit.

According to the rail-type vehicle rail beam of the present application, the rail-type vehicle includes a traveling wheel and a guide wheel located below the traveling wheel, and the rail beam includes a fixed plate, a flange plate, a web, and a guide plate, so The fixed plate is adapted to be supported on the mounting surface, the flange plate is arranged above the fixed plate, and the traveling wheels are adapted to travel on the flange plate; the upper and lower ends of the web are respectively connected with The flange plate is connected to the fixed plate, the upper end of the guide plate is connected to the flange plate, and the lower end of the guide plate is spaced from the fixed plate to form a gap, and the guide plate is suitable for It contacts and cooperates with the guide wheel to guide the travel trajectory of the guide wheel.

According to the rail beam of the rail-type vehicle of the present application, the flange plate of the rail beam is supported on the fixed plate through the web, so as to ensure that the flange plate can be stably supported under the rail-type vehicle and connected below the flange plate There is a guide plate, through the cooperation of the guide wheel and the guide plate, the rail-mounted vehicle can run smoothly on the rail beam, while also ensuring that the track of the rail-mounted vehicle does not deviate; the lower end of the guide plate and the fixed plate are arranged at intervals A gap is formed, through which construction personnel can conveniently implement operations such as welding between the various plates of the guide rail beam, which is easy to process and easy to ensure quality. At the same time, the guide rail beam of the rail vehicle of the present application has a simple structure, saves materials, and is economical and practical.

In some embodiments of the present application, the guide rail beam further includes a stiffening rib, and the upper and lower ends of the stiffening rib are respectively connected to the flange plate and the fixing plate.

In some embodiments of the application, the stiffening rib is connected between the web and the guide plate.

In some embodiments of the present application, there are multiple stiffening ribs, and the multiple stiffening ribs are arranged at intervals along the length direction of the rail beam.

In some embodiments of the present application, each of the stiffening ribs is provided with a wire passing hole, and a plurality of the wire passing holes define a cable channel.

In some embodiments of the present application, each of the stiffening ribs is provided with a wire passing groove, and each of the wire passing grooves has a wire pay-off opening provided on the side wall of the stiffening rib, and the wire passing groove The wire opening puts the cable in the wire passing groove; each of the guide rail beams further includes a sealing plate, and the sealing plate is detachably provided at the wire pay-off opening to block the wire pay-off opening.

In some embodiments of the present application, a limit flange is provided on the flange plate, and the limit flange is adapted to be located above the guide wheel.

In some embodiments of the present application, in the width direction of the guide rail beam, the web plate is set away from the width center of the flange plate in a direction away from the guide plate.

The rail beam unit of the rail-type vehicle according to the embodiment of the present application includes two rail beams, the two rail beams are arranged at intervals in the width direction of the rail-type vehicle, and the rail beams are according to the above-mentioned embodiment of the present application. The rail beam in the.

According to the rail beam unit of the rail vehicle of the embodiment of the present application, the rail beam unit includes two rail beams arranged at intervals along the width direction of the rail vehicle, and the flange plate of each rail beam is supported on the fixed plate through the web. So as to ensure that the flange plate can be stably supported under the rail-mounted vehicle, and a guide plate is connected below the flange plate, and the guide wheel is matched with the guide plate, so that the rail-mounted vehicle can run smoothly on the rail beam At the same time, it also ensures that the track of the rail vehicle does not deviate. At the same time, the structure of each rail beam is simple, easy to process, and save materials.

In some embodiments of the present application, each of the guide rail beams further includes a stiffening rib, the upper and lower ends of the stiffening rib are respectively connected to the flange plate and the fixed plate, and the track beam unit further includes a connection The two ends of the connecting member are respectively connected with the stiffening ribs or webs of the two rail beams.

In some embodiments of the present application, there are multiple connecting members, multiple stiffening ribs, and the number of connecting members is the same as the number of stiffening ribs on each rail beam.

In some embodiments of the present application, the connecting member is connected to the stiffening rib through a connecting portion.

In some embodiments of the present application, the connecting member is an I-shaped steel, and the connecting portion is an angle steel.

In some embodiments of the present application, a reinforcing plate is provided on the stiffening rib.

In some embodiments of the present application, the reinforcing plate includes an upper plate body and a lower plate body, the connecting member is an I-shaped steel, the upper plate body is flush with the upper flange of the connecting member, and the The lower plate body is flush with the lower flange of the connecting piece.

In some embodiments of the present application, a non-slip layer is provided on the mating surface of the flange plate and the traveling wheel.

In some embodiments of the present application, the track beam unit further includes a support member supported on the connecting member, and an upper space of the support member defines an evacuation channel.

The track beam of the rail vehicle according to the embodiment of the present application includes a plurality of track beam units. In the length direction of the track beam unit, the multiple track beam units are connected in sequence, and the track beam units are according to the present application. The track beam unit described in the above embodiment.

According to the rail beam of the rail vehicle of the embodiment of the present application, the rail beam includes a plurality of rail beam units connected in sequence, and the flange plate of each rail beam is supported on the fixed plate through the web, so as to ensure the stability of the flange plate The ground is supported under the rail vehicle, and a guide plate is connected below the flange plate. The guide wheel and the guide plate are matched to make the rail vehicle run smoothly on the rail beam while ensuring the rail vehicle The driving trajectory does not deviate, and the structure of each rail beam is simple, easy to process, and save materials.

The additional aspects and advantages of the present application will be partly given in the following description, and part of them will become obvious from the following description, or be understood through the practice of the present application.

Description of the drawings

Fig. 1 is a schematic diagram of a track beam unit according to an embodiment of the present application;

Fig. 2 is a schematic diagram of a track beam unit according to another embodiment of the present application;

Fig. 3 is a schematic diagram of a track beam unit according to another embodiment of the present application;

4 is a schematic diagram of a three-dimensional structure of a track beam unit according to an embodiment of the present application;

Figure 5 is a partial enlarged view of A in Figure 4;

6 is a schematic diagram of a three-dimensional structure of a track beam unit according to another embodiment of the present application;

Fig. 7 is a partial enlarged view of B in Fig. 6;

FIG. 8 is a schematic diagram of a three-dimensional structure of a guide rail beam according to an embodiment of the present application;

Fig. 9 is a schematic diagram of a rail-type vehicle running on a rail beam according to an embodiment of the present application;

FIG. 10 is a schematic view of another perspective three-dimensional structure of the track beam unit according to the embodiment of the present application;

Fig. 11 is a schematic diagram of a track beam unit according to another embodiment of the present application;

Fig. 12 is a schematic diagram of a track beam according to an embodiment of the present application.

Reference signs:

1000. Track beam;

100. Track beam unit;

10. Rail beam; 20. Mounting surface;

1. Fixed board;

2. Flange plate; 21. Limiting flange; 22. Anti-slip layer;

3. Webs;

4. Guide plate; a. Gap; b. Evacuation channel;

5. Stiffening ribs; 51. Wire passing hole; 52. Wire passing groove; 521. Wire pay-off opening; 53, Sealing plate; 54, Support part;

6. Connecting piece; 61. Connecting part; 62. Upper flange; 63. Lower flange;

7. Support;

8. Reinforced board; 81, upper board body; 82, lower board body;

9. Track-type vehicles; 91. Walking wheels; 92. Guide wheels.

Detailed ways

The embodiments of the present application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, in which the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the drawings are exemplary, and are only used to explain the present application, and should not be understood as a limitation to the present application.

In the description of this application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise", "Axial", The orientation or positional relationship indicated by "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the application and simplifying the description, and does not indicate or imply the pointed device or element It must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation to this application. In addition, the features defined with "first" and "second" may explicitly or implicitly include one or more of these features. In the description of this application, unless otherwise specified, "plurality" means two or more.

In the description of this application, it should be noted that the terms "installation", "connection", and "connection" should be understood in a broad sense, unless otherwise clearly specified and limited. For example, it can be a fixed connection or a detachable connection. Connected or integrally connected; 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 between two components. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in this application can be understood under specific circumstances.

It can be understood that the up-down direction in FIGS. 1 to 3 and 12 is the height direction of the track beam 1000, and is also the Z direction in FIG. 4. The left-right direction in FIGS. 1 to 3 is the width direction of the rail beam 1000 and is also the X direction in FIG. 4. The Y direction in FIG. 4 is the length direction of the rail beam 1000, and is also the front-rear direction in FIG. 12.

The following describes the rail beam 10 of the rail vehicle 9 according to the embodiment of the present application with reference to FIGS. 1 to 12. The rail vehicle 9 includes a traveling wheel 91 and a guide wheel 92 located below the traveling wheel 91. It can be understood that the rail vehicle 9 also includes a car body, and the traveling wheels 91 and the guide wheels 92 are respectively arranged on the car body.

The rail beam 10 of the rail vehicle 9 according to the embodiment of the present application includes a fixed plate 1, a flange plate 2, a web 3 and a guide plate 4. The fixed plate 1 is adapted to be supported on a mounting surface 20, wherein the mounting surface 20 It may be the top of the pier column, the top of the cover beam, or the beam mounting surface 20 of the support where the guide rail beam 10 is installed. Specifically, the fixing plate 1 may be installed on the mounting surface 20 by using fixing parts such as bolt assemblies.

The flange plate 2 is arranged above the fixed plate 1, the traveling wheel 91 is suitable for running on the flange plate 2, the upper and lower ends of the web 3 are respectively connected with the flange plate 2 and the fixed plate 1, and the upper end of the guide plate 4 is connected to The flange plate 2 is connected, and the lower end of the guide plate 4 is spaced from the fixed plate 1 to form a gap a, and the guide plate 4 is adapted to contact and cooperate with the guide wheel 92 to guide the driving track of the wheel 92.

Specifically, in the up-down direction, the fixing plate 1 is located below the flange plate 2, and the rail beam 10 is fixed to the mounting surface 20 by installing the fixing plate 1 on the mounting surface 20. The upper end of the web 3 and the flange plate 2 is connected, the lower end of the web 3 is connected with the fixed plate 1. In the width direction of the car body (the left and right direction shown in FIG. 1), when the rail vehicle 9 runs on the rail beam 10, the traveling wheels 91 run on the wings On the upper surface of the edge plate 2, the guide wheels 92 are in contact with the guide plate 4 located below the flange plate 2, so as to guide the track of the rail vehicle 9.

According to the rail beam 10 of the rail vehicle 9 of the embodiment of the present application, the flange plate 2 of the rail beam 10 is supported on the fixed plate 1 through the web 3, thereby ensuring that the flange plate 2 can be stably supported on the rail vehicle 9 A guide plate 4 is connected below and below the flange plate 2. The guide wheel 92 cooperates with the guide plate 4, so that the rail vehicle 9 can run smoothly on the rail beam 10 while also ensuring the rail vehicle 9 The driving trajectory does not deviate, so that the guide rail beam 10 of the present application is more suitable for rail-type vehicles 9. At the same time, the structure of the guide rail beam 10 is simple, with only the fixed plate 1, the flange plate 2, the web 3 and the guide plate 4. And the lower end of the guide plate 4 is spaced from the fixing plate 1 to form a notch a. Through the notch a, the construction personnel can conveniently realize the welding and other related fixing processes between the various plates, which is easy to process and easy to ensure the quality of welding. The quality of the rail beam 10 is ensured, while the welding work is greatly reduced. In addition, the assembly of the rail beam 10 can also be realized through the gap a, such as welding, bolting or other assembly work, so that the entire rail beam is easy to assemble to ensure that the entire rail beam is easy to assemble. The quality and precision of the track beam.

Especially for certain size rail beams 10, such as rail beams 10 with relatively narrow width and relatively limited height, the box beam in the related art is a closed beam body, which results in very inconvenient operations such as welding between the various components of the box beam. The operating space is very limited, which results in very complicated construction, low efficiency, and difficult quality assurance. However, the guide rail beam 10 of the embodiment of the present application forms a gap a at the lower end of the guide plate 4 and the fixed plate 1, so that the construction personnel can pass The notch a is convenient for welding and other operations, easy to process and easy to ensure quality.

At the same time, as shown in FIG. 8, the height of the guide plate 4 in the embodiment of the present application in the vertical direction is relatively small. Compared with the related art, at least part of the material of the guide plate 4 is saved, so the steel consumption is small and the beam weight is light. , The unity of economy and practicability is realized. At the same time, the guide rail beam 10 of the present application can be prefabricated in the factory, and then transported to the site for assembly. The engineering period is short, the adaptability is strong, and it is easy to transport.

As shown in FIGS. 1, 2 and 5, in some embodiments of the present application, the rail beam 10 further includes a stiffening rib 5, and the upper and lower ends of the stiffening rib 5 are connected to the flange plate 2 and the fixing plate 1 respectively. In other words, a stiffening rib 5 is connected between the flange plate 2 and the fixed plate 1, so that the flange plate 2 can be more stably supported above the fixed plate 1, thereby making the rail beam 10 more stable and improving the guide rail The overall stability of the beam 10.

In some embodiments of the present application, the stiffening rib 5 is connected between the web 3 and the guide plate 4. In other words, the web 3 and the guide plate 4 are connected with the stiffener 5. The combination of the web 3 and the stiffener 5 can make the part of the web 3 more stable, so that the flange plate 2 and the fixed plate 1 The connection of the guide plate 4 is more stable, and the guide plate 4 is connected to the stiffening rib 5, so that the guide plate 4 can be more firmly supported, so that the cooperation between the guide wheel 92 and the guide plate 4 is more reliable.

As shown in Figure 1, Figure 4 and Figure 5, in some specific embodiments of the present application, the web 3 is connected to one side of the stiffener 5, and the guide plate 4 is connected to the other side of the stiffener 5 through the web. The combination of 3 and the stiffener 5 can make the part of the web 3 more stable, so that the connection between the flange plate 2 and the fixed plate 1 is more stable, and at the same time, the guide plate 4 is connected to the stiffener 5 so that the guide plate 4 A more stable support can be obtained, so that the cooperation between the guide wheel 92 and the guide plate 4 is more reliable.

In some embodiments of the present application, there are multiple stiffening ribs 5, and the multiple stiffening ribs 5 are arranged at intervals along the length direction of the rail beam 10. That is to say, a plurality of stiffeners 5 are arranged between the flange plate 2 and the fixed plate 1 along the length of the rail beam 10, so as to further ensure the stability of the rail beam 10. It should be noted that each of the stiffeners 5 The number can be adjusted according to the height of the rail beam 10 and the thickness of the web 3, and is not limited here.

As shown in FIGS. 1, 4, and 5, in some embodiments of the present application, each stiffening rib 5 is provided with a wire-passing hole 51, and a plurality of wire-passing holes 51 define a cable channel. That is to say, laying professional cables such as communication, signal and electric conduction in the cable channel greatly saves space, and the appearance is a closed effect, and the landscape is better.

As shown in Figures 2, 6 and 7, in some embodiments of the present application, each stiffening rib 5 is provided with a wire passing groove 52, and each wire passing groove 52 has a side wall provided on the stiffening rib 5. It can be understood that the thickness direction of the stiffener 5 is the length extension direction of the rail beam 10, the length direction of the stiffener 5 is the up and down direction, and the width direction of the stiffener 5 is the left and right direction. 52 has the wire pay-off opening 521 provided on the side wall of the stiffener 5 means that the wire trough 52 penetrates the stiffener 5 along the thickness direction of the stiffener 5, and the wire trough 52 penetrates the stiffener 5 along the left or right to form a wire payout 521, the cable can be placed in the cable trough 52 through the cable opening 521. That is to say, put the cable from the pay-off port 521 into the cable trough 52, thereby simplifying the laying of the cable. At the same time, when the cable needs to be repaired, some sections of the cable can be taken out from the cable-paying port 521. , To facilitate the maintenance of the cable.

As shown in FIGS. 2 and 7, in some embodiments of the present application, each rail beam 10 further includes a sealing plate 53, and the sealing plate 53 is detachably provided at the pay-off opening 521 to block the pay-off opening 521. That is to say, in the process of laying the cable, the sealing plate 53 is removed from the pay-off opening 521 to facilitate the laying of the cable. After the cable is laid, the sealing plate 53 is sealed at the cable-paying opening 521. To prevent the cable from detaching from the cable trough 52. In some specific embodiments of the present application, the sealing plate 53 may be detachably connected to the stiffening rib 5 by bolts, so as to facilitate the installation and disassembly between the sealing plate 53 and the stiffening rib 5. Of course, the sealing plate 53 may not be provided, and it can be designed according to actual needs.

As shown in FIG. 7, in some embodiments of the present application, the inner wall of the wire passing groove 52 is provided with a supporting portion 54 extending in the circumferential direction, and the cable is supported and placed on the supporting portion 54. That is to say, a support 54 is connected to the circumferential direction of the inner wall of the cable trough 52 to prevent the cable from contacting the inner wall of the cable hole 51, thereby preventing the cable from being scratched at the port of the cable trough 52.

In some embodiments of the present application, as shown in FIG. 7, in the thickness direction of the stiffener 5, both ends of the support portion 54 extend beyond the opposite side walls of the stiffener 5. In other words, in the thickness direction of the stiffener 5, the width of the support portion 54 is greater than the thickness of the stiffener 5, thereby increasing the contact area between the cable and the support portion 54 and further having the effect of protecting the cable.

As shown in FIGS. 1 and 9, in some embodiments of the present application, a limit flange 21 is provided on the flange plate 2, and the limit flange 21 is suitable to be located above the guide wheel 92. That is to say, by setting the limit flange 21 on the flange plate 2, and the limit flange 21 is located above the guide wheel 92, in the extreme case, when the rail vehicle 9 overturns, the limit flange 21 can block the guide wheel 92 to form a safety line of defense. It should be noted that the width of the limit flange 21 is adapted to the radius of the guide wheel 92, and the width of the limit flange 21 refers to the distance that the flange plate 2 extends from the guide plate 4 in the width direction of the rail beam 10 , The width of the limit flange 21 is adapted to the radius of the guide wheel 92, which means that the width of the limit flange 21 can block the guide wheel 92, and its width is smaller than the radius of the guide wheel 92 to avoid contact with the guide wheel 92. The wheel shafts interfere with each other, so as to better prevent the guide wheels 92 from escaping from the rail beam 10.

In some embodiments of the present application, as shown in FIG. 8, in the width direction of the rail beam 10, the web 3 is set away from the width center of the flange plate 2 in the direction away from the guide plate 4. That is to say, in the width direction of the flange plate 2, the flange plate 2 has a center line, and the web plate 3 is offset from the center line of the flange plate 2 and is arranged away from the guide plate 4, thereby facilitating the arrangement of the stiffener 5. 5 can be fixedly connected to the flange plate 2, the web 3, the guide plate 4 and the fixing plate 1 by welding. Because the web 3 deviates from the center line of the flange plate 2, the assembly space of the stiffener 5 is increased, and the welding The operation is more convenient, thereby improving the quality of the product, and at the same time, the welding work is greatly reduced, the processing difficulty is small, the on-site assembly construction is small, the quality is easy to guarantee, the precision is high, safe, reliable and durable.

The rail beam unit 100 of the rail vehicle 9 according to the embodiment of the present application includes two rail beams 10, the two rail beams 10 are arranged at intervals in the width direction of the rail vehicle 9, and the rail beam 10 is the rail in the above embodiment梁10.

That is, the rail beam unit 100 includes: two rail beams 10, the two rail beams 10 are arranged at intervals in the width direction of the rail vehicle 9, and each rail beam 10 includes: a fixed plate 1, a flange plate 2, a web The plate 3 and the guide plate 4, and the fixed plate 1 are supported on the mounting surface 20, where the mounting surface 20 may be the top of the pier, the top of the cap beam, or the beam mounting surface 20 of the support, etc., where the track beam unit 100 is installed. Specifically, the fixing plate 1 may be installed on the mounting surface 20 by using a connecting member such as a bolt assembly.

The flange plate 2 is arranged above the fixed plate 1, and the traveling wheels 91 run on the flange plate 2. The upper and lower ends of the web 3 are connected to the flange plate 2 and the fixed plate 1, respectively, and the upper end of the guide plate 4 is connected to the flange plate 1. The plate 2 is connected, and the guide plate 4 is in contact with the guide wheel 92 to guide the travel trajectory of the wheel 92. Wherein, the two guide plates 4 can both be located on the inner side of the two flange plates 2, and the two guide plates 4 can also be both located on the outer side of the two flange plates 2. The specific positions of the two guide plates 4 on the flange plate 2 It can be limited according to the actual rail vehicle 9.

Specifically, in the vertical direction (the Z-axis direction in FIG. 4), the fixed plate 1 is located below the flange plate 2, and the rail beam unit 100 is fixed to the mounting surface by installing the fixed plate 1 on the mounting surface 20 20. The upper end of the web 3 is connected to the flange plate 2, and the lower end of the web 3 is connected to the fixed plate 1. The guide plates 4 of the two rail beams 10 are located between the webs 3 of the two rail beams 10, that is, each The side of the web 3 of the rail beam 10 facing the other rail beam 10 is provided with a guide plate 4, and the upper end of the guide plate 4 is connected with the flange plate 2.

In the width direction of the vehicle body (the X-axis direction in FIG. 4), as shown in FIG. 9, two rail beams 10 are spaced apart. When the rail vehicle 9 runs on the rail beam unit 100, the traveling wheels 91 travel on the wings. On the upper surface of the edge plate 2, a guide wheel 92 extends between the two rail beams 10, and the guide wheel 92 contacts the guide plate 4 located below the flange plate 2 to guide the track of the rail vehicle 9 Effect.

According to the rail beam unit 100 of the rail vehicle 9 of the embodiment of the present application, the rail beam unit 100 includes two rail beams 10 spaced apart along the width direction of the rail vehicle 9, and the flange plate 2 of each rail beam 10 is equal to The web 3 is supported on the fixed plate 1, so as to ensure that the flange plate 2 can be stably supported under the rail vehicle 9, and a guide plate 4 is connected below the flange plate 2, through the guide wheel 92 and the guide plate 4, so that the rail-mounted vehicle 9 can run smoothly on the track-beam unit 100, and it also ensures that the track of the rail-based vehicle 9 does not deviate, so that the track-beam unit 100 of the present application is more suitable for rail-based There are 9 vehicles, and each rail beam 10 has a simple structure, is easy to process, and saves materials.

As shown in FIG. 11, in some embodiments of the present application, the guide plate 4 of each rail beam 10 is located on the outside. It can be understood that the guide plate 4 of one of the rail beams 10 of the rail beam unit 100 is arranged on the On the side far from the other rail beam 10, the web 3 of one of the rail beams 10 of the rail beam unit 100 is arranged on the side close to the other rail beam 10, so that the two guide plates 4 of the rail beam unit 100 are equal to each other. It is located on the outside so that rail vehicles 9 of different models can run on the rail beam unit 100.

It can be understood that, in the embodiment shown in FIG. 11, the rail vehicle 9 runs on the rail beam unit 100, and the guide wheels 92 are adapted to be located on the outside of the rail beam unit 100 and communicate with the guide provided on the outside of the rail beam 10 The plates 4 are matched. At this time, the side of each flange plate 2 away from the other flange plate 2 is provided with a limiting flange 21, which is suitable to be located above the guide wheel 92 to prevent extreme situations The rail vehicle 9 has a side overturn.

In some embodiments of the present application, as shown in FIG. 9, the guide wheel 92 is adapted to be located on the inner side of the rail beam unit 100 and cooperate with the guide plate 4 provided on the inner side of the rail beam 10. At this time, each flange plate 2 The side facing the other flange plate 2 is provided with a limiting flange 21, and the limiting flange 21 is suitable to be located above the guide wheel 92. That is to say, each flange plate 2 has a limiting flange 21 extending toward the other flange plate 2, and the limiting flange 21 is located above the guide wheel 92. In short, in the rail vehicle 9 In the width direction, one side of each flange plate 2 extends beyond the guide plate 4 to form a limit flange 21. In an extreme case, when the rail vehicle 9 is overturned, the limit flange 21 can block the guide wheel 92, Form a security line of defense.

As shown in Figures 4 and 11, in some embodiments of the present application, the track beam unit 100 further includes a connecting piece 6, and the two ends of the connecting piece 6 are respectively connected to the stiffening ribs 5 or webs 3 of the two rail beams 10 . In other words, the two rail beams 10 are connected by the connecting member 6, so that the two rail beams 10 can work in coordination, and the overall stability of the rail beam unit 100 is enhanced.

In some embodiments of the present application, as shown in FIGS. 4 and 6, there are multiple connecting members 6 and multiple stiffeners 5, and the number of connecting members 6 is equal to the number of stiffening ribs 5 on each rail beam 10. the same. That is, in the length direction of the rail beam 10, a plurality of connecting members 6 are connected between the two rail beams 10, a plurality of stiffening ribs 5 are connected between the flange plate 2 and the fixing plate 1, and the connecting members The number of 6 is the same as the number of stiffeners 5 on each rail beam 10, so that both ends of each connector 6 are connected to the stiffeners 5 on the two rail beams 10, further strengthening the rail beam unit 100 stability.

It is understandable that the number of connecting members 6 can also be different from the number of stiffening ribs 5. When the number of connecting members 6 is more than the number of stiffening ribs 5, the connecting member 6 can be connected to the web 3 or the stiffening rib 5.

As shown in FIGS. 1, 4, 5 and 10, in some embodiments of the present application, the connecting member 6 is connected to the stiffening rib 5 through the connecting portion 61. That is to say, both ends of the connecting member 6 are connected to the stiffening rib 5 through the connecting portion 61, thereby enhancing the connection strength between the connecting member 6 and the stiffening rib 5. In some specific embodiments of the present application, the connecting portion 61 may It is an angle steel, one side of the angle steel is connected to the stiffener 5 by bolts, the other side of the angle steel is connected to the upper end of the connecting piece 6 by bolts, and the lower end of the connecting piece 6 is connected to the fixing plate 1 by bolts, so that the connecting piece 6 It can be firmly connected between the two rail beams 10 to enhance the overall stability of the rail beam unit 100.

As shown in FIG. 10, in some specific embodiments of the present application, the connecting member 6 is an I-beam, and the connecting portion 61 is an angle steel. The end of the I-beam is cut off with half flanges to make the I-beam and the stiffener 5 Better fit, and connect one side of the angle steel to the stiffener 5 by bolts, the other side of the angle steel is connected to the upper end of the I-beam by bolts, and the lower end of the I-beam is connected to the fixing plate 1 by bolts , So that the connecting member 6 can be firmly connected between the two rail beams 10, so as to enhance the overall stability of the rail beam unit 100.

In some embodiments of the present application, the connecting member 6 may also be connected to the stiffening rib 5 by welding, so as to facilitate the connection between the connecting member 6 and the stiffening rib 5. Specifically, the upper end of the connecting piece 6 may be welded to the stiffening rib 5, and the lower end of the connecting piece 6 may be welded to the stiffening rib 5, as shown in FIG. 3. Alternatively, the upper end of the connecting piece 6 may be welded to the stiffening rib 5, and the lower end of the connecting piece 6 may be welded to the fixing plate 1, as shown in FIG. 2. Of course, the specific connection mode of the connecting member 6 and the stiffening rib 5 can be limited according to specific usage conditions, and is not limited here.

In some embodiments of the present application, as shown in FIG. 7, a stiffener 5 is provided with a stiffening plate 8. It can be understood that the stiffening plate 8 is connected to the stiffening rib 5 and the web 3, thereby strengthening the stiffening plate 8 The force-bearing performance of the track beam can avoid local damage, thereby enhancing the overall coordination and stability of the track beam unit 100.

In some embodiments of the present application, as shown in FIG. 10, the connecting member 6 is an I-shaped steel, and the end of the I-shaped steel is cut off with half flanges, so that the I-shaped steel and the stiffening rib 5 can be better fitted together. The I-steel can be connected to the stiffening rib 5 by means of bolts or welding, so that the connecting member 6 can be firmly connected between the two rail beams 10 to enhance the overall stability of the track beam unit 100.

As shown in FIG. 7, in some embodiments of the present application, the reinforcing plate 8 includes an upper plate body 81 and a lower plate body 82, the connecting member 6 is an I-shaped steel, and the upper plate body 81 and the upper flange 62 of the connecting member 6 The lower plate body 82 is flush with the lower flange 63 of the connecting member 6. That is to say, the reinforcing plate 8 is formed at the position corresponding to the connecting member 6 of the stiffening rib 5. The reinforcing plate 8 includes an upper plate body 81 and a lower plate body 82 arranged at intervals, and the upper plate body 81 and the lower plate body 82 are respectively connected to The upper flange 62 and the lower flange 63 of the connecting piece 6 are flush, thereby enhancing the force performance of the connecting part of the connecting piece 6 and avoiding local damage, so that the force of the connecting piece 6 can be better transmitted to the guide rail beam 10. This enhances the overall coordination and stability of the track beam unit 100 of the present application.

As shown in FIG. 12, in some embodiments of the present application, a non-slip layer 22 is provided on the surface where the flange plate 2 and the traveling wheel 91 cooperate. Specifically, the running wheel 91 runs on the upper surface of the flange plate 2, and the upper surface of the flange plate 2 is provided with an anti-slip layer 22. That is to say, by providing the anti-skid layer 22 on the upper surface of the flange plate 2, so that the traveling wheels 91 can travel on the flange plate 2 better, the anti-skid layer 22 may be provided on the upper surface of the flange plate 2. Anti-slip coating or anti-slip pattern, etc.

As shown in FIG. 2, in some embodiments of the present application, the track beam unit 100 further includes a support member 7 supported on the connecting member 6, and the upper space of the support member 7 defines an evacuation channel b. That is to say, the upper part of the connecting piece 6 is connected with the supporting piece 7, and the supporting piece 7 is connected to the guide plate 4 of the two rail beams 10 (when the guide plate 4 is located inside and the web 3 is located outside) or the web 3 (guide plate 4). When the web 3 is located on the outside, the evacuation channel b is defined together. By setting the support 7, maintenance personnel walk on the support 7, so as to facilitate the inspection and repair of the track beam unit 100. At the same time, if the rail vehicle 9 fails At that time, passengers can be evacuated through evacuation channel b. In some embodiments of the present application, the support 7 may be a steel wire mesh or a steel grid. Of course, the form of the support 7 can be limited according to specific usage conditions, and is not limited here.

As shown in FIGS. 1 to 11, the rail beam 1000 of the rail vehicle 9 according to the embodiment of the present application includes a plurality of rail beam units 100, and in the length direction of the rail beam unit 100, the plurality of rail beam units 100 are sequentially connected , The track beam unit 100 is the track beam unit 100 in the embodiment of the application.

According to the rail beam 1000 of the rail-type vehicle 9 of the embodiment of the present application, the rail beam 1000 includes a plurality of rail beam units 100 connected in sequence. It can be understood that along the length direction of the rail beam unit 100 (the Y axis in FIG. 4) Direction) are connected in sequence, the flange plate 2 of each rail beam 10 is supported on the fixed plate 1 through the web 3, so as to ensure that the flange plate 2 can be stably supported under the rail vehicle 9 and on the flange plate A guide plate 4 is connected below 2 and the guide wheels 92 cooperate with the guide plate 4, so that the rail vehicle 9 can run smoothly on the rail beam 1000, and it also ensures that the track of the rail vehicle 9 does not deviate. , So that the track beam unit 100 of the present application is more suitable for rail vehicles 9 vehicles, at the same time, each track beam 10 has a simple structure, saves materials, is economical and practical, and is easy to process, greatly reduces welding work, and the accuracy of the track beam 10 is easy It is guaranteed that at the same time, the track beam 1000 of the present application can be prefabricated in the factory and assembled on site, with short engineering period, strong adaptability, and easy transportation.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "exemplary embodiments", "examples", "specific examples", or "some examples" etc. means to incorporate the implementation The specific features, structures, materials, or characteristics described by the examples or examples are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above-mentioned terms does not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner.

Although the embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and modifications can be made to these embodiments without departing from the principle and purpose of the present application. The scope of the application is defined by the claims and their equivalents.

Claims

A guide rail beam of a rail-type vehicle, characterized in that the rail-type vehicle includes a traveling wheel and a guide wheel located below the traveling wheel, and the rail beam includes:

A fixing plate, which is suitable for being supported on a mounting surface;

A flange plate, the flange plate is arranged above the fixed plate, and the traveling wheel is suitable for running on the flange plate;

A web, the upper and lower ends of the web are respectively connected to the flange plate and the fixing plate;

A guide plate, the upper end of the guide plate is connected with the flange plate, and the lower end of the guide plate is spaced from the fixed plate to form a gap, and the guide plate is adapted to contact and cooperate with the guide wheel to guide Guide the travel trajectory of the guide wheel.
The rail vehicle rail beam of claim 1, wherein the rail beam further comprises a stiffening rib, and the upper and lower ends of the stiffening rib are respectively connected to the flange plate and the fixed plate.
The guide rail beam of a rail vehicle according to claim 2, wherein the stiffening rib is connected between the web and the guide plate.
The guide rail beam of a rail vehicle according to claim 3, wherein the stiffening ribs are multiple, and the plurality of stiffening ribs are arranged at intervals along the length direction of the guide rail beam.
The guide rail beam of a rail vehicle according to claim 4, wherein each of the stiffening ribs is provided with a wire passing hole, and a plurality of the wire passing holes define a cable channel.
The guide rail beam of a rail vehicle according to claim 4, wherein each of the stiffening ribs is provided with a wire passing groove, and each of the wire passing grooves is provided on the side wall of the stiffening rib. The pay-off opening; each of the guide rail beams also includes a sealing plate, which is detachably provided at the pay-off opening to block the pay-off opening.
The guide rail beam of a rail vehicle according to any one of claims 1-6, wherein the flange plate is provided with a limit flange, and the limit flange is adapted to be located on the guide wheel. Above.
The rail-type vehicle rail beam according to any one of claims 1-7, wherein, in the width direction of the rail beam, the web plate deviates from the guide plate in a direction away from the guide plate. The width of the flange plate is set in the center.
A track beam unit for a rail vehicle, which is characterized in that it comprises two rail beams, the two rail beams are arranged at intervals in the width direction of the rail vehicle, and the rail beams are according to claims 1-8. The rail beam described in any one of.
The track beam unit of a rail vehicle according to claim 9, wherein each of the guide rail beams further comprises a stiffening rib, and the upper and lower ends of the stiffening rib are connected to the flange plate and the fixed plate respectively. Connected,

The track beam unit further includes a connecting piece, and two ends of the connecting piece are respectively connected with the stiffening ribs or webs of the two rail beams.
The track beam unit of a rail vehicle according to claim 10, wherein there are multiple connecting members, multiple stiffening ribs, and the number of the connecting members is equal to the number of the connecting members on each of the rail beams. The number of stiffeners is the same.
The rail beam unit of a rail vehicle according to claim 10, wherein the connecting member is connected to the stiffening rib through a connecting portion.
The track beam unit of a rail vehicle according to claim 12, wherein the connecting member is an I-shaped steel, and the connecting part is an angle steel.
The rail beam unit of a rail vehicle according to claim 10, wherein a reinforcing plate is provided on the stiffening rib.
The track beam unit of a rail vehicle according to claim 14, wherein the reinforcing plate includes an upper plate body and a lower plate body, the connecting member is an I-shaped steel, and the upper plate body is connected to the connecting member. The upper flange of the member is flush, and the lower plate body is flush with the lower flange of the connecting member.
The rail beam unit of a rail vehicle according to claim 9, wherein the surface of the flange plate and the traveling wheel is provided with an anti-skid layer.
The track beam unit of a rail vehicle according to any one of claims 10-15, wherein the track beam unit further comprises a support member, the support member is supported on the connecting member, and the support The upper space of the piece defines an evacuation channel.
A track beam for a rail vehicle, comprising a plurality of track beam units, in the length direction of the track beam unit, a plurality of the track beam units are connected in sequence, and the track beam units are according to the claims The track beam unit according to any one of 9-17.