Y-shaped groove beam and Y-shaped track system comprising Y-shaped groove beam
By designing a Y-shaped channel beam and track system, the problems of high noise, high cost, and high maintenance cost of medium-capacity rail transit have been solved, realizing a low-noise, low-cost, and multifunctional track system, which improves vehicle traffic efficiency and resource utilization efficiency.
Patent Information
- Application Number
- CN202511201236.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-26
- Publication Date
- 2025-11-11
AI Technical Summary
Existing medium-capacity rail transit systems are noisy, expensive to build, and have high maintenance costs. They also have limited passenger service functions and have been operating at a loss for a long time. Furthermore, light rail construction requires long-distance lines and complex turnout mechanisms, resulting in insufficient utilization of resources.
Design a Y-shaped channel beam and track system, including a channel beam, a rectangular vertical beam, an inverted trapezoidal body, a roadbed, and a safety guide surface. Employ a low-noise composite road surface and guide plate mechanism to achieve lightweight, low-noise, and vertical interchange capabilities. Support passenger and logistics vehicle sharing, set up offline stations between small sections, and optimize the structure to improve vehicle traffic efficiency.
It has achieved a low-noise, low-cost rail system that supports the sharing of passenger and logistics vehicles, improves vehicle traffic efficiency, reduces maintenance costs, solves the problem of insufficient utilization of rail transit resources, and maximizes the benefits of transportation resources.
Smart Images
Figure CN120925367A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a Y-shaped track system, belonging to the field of transportation technology, and in particular to a Y-shaped track system that is low-noise, lightweight, material-saving, energy-saving, low-carbon, environmentally friendly, easy to maintain, allows for vertical interchange, and provides barrier-free access to ordinary roads. Background Technology
[0002] Rail transit brings convenience to people's travel. With the green and high-quality development of the economy, the continuous improvement of people's living standards, and the enhancement of environmental awareness, the impact of traffic noise on people's physical and mental health is receiving increasing attention. When the operating speed exceeds 50 km / h, the main noise comes from the friction between the wheel and rail or the wheel and the road surface, as well as aerodynamic noise. Due to the minimum turning radius of 150 meters for light rail, the construction of offline stations in the city requires a long track space, complex turnout mechanisms, signaling systems, etc., which are expensive. Summary of the Invention
[0003] The purpose of this invention is to address the technical and economic challenges of current medium-capacity rail transit systems, such as high noise levels, high construction and maintenance costs, limited passenger transport functionality, and long-term unprofitable operation. This invention provides a Y-shaped rail system, specifically one that is low-noise, lightweight, material-saving, energy-efficient, low-carbon, environmentally friendly, allows for immediate maintenance and operation, has low maintenance costs, supports interchanges, seamless connectivity with ordinary roads, and allows for short-distance offline stations to improve vehicle throughput. Passenger and logistics vehicles share the Y-shaped rail system, directly reaching every block of the city. During off-peak hours, logistics vehicles fully utilize the rail system, maximizing the efficiency of transportation resources.
[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, the present invention provides a Y-shaped channel beam, comprising a channel beam, a rectangular vertical beam, an inverted trapezoidal body, a roadbed, and a safety guide surface 1A. The top surface of the inverted trapezoidal body, which is wider at the top and narrower at the bottom, is connected to the channel beam, and the bottom surface is connected to the rectangular vertical beam. The channel beam is a long three-dimensional structure with a rectangular cross-section. The roadbed is provided on the upper surface along the middle longitudinal direction, so that the overall cross-sectional structure of the beam is Y-shaped, vertically and efficiently bearing the wheel load, hence the name Y-shaped channel beam. The inner surface of the channel beam is the safety guide surface.
[0005] As a further technical solution, the roadbed includes a trough structure, a bottom mesh, and edge arcs. The trough structure is a W-shaped structure, a V-shaped structure, a U-shaped structure, or other suitable shape structure. The bottom mesh is pre-placed on the inner wall or bottom surface of the trough structure. The two edges of the upper opening of the trough structure are outwardly open edge arcs. Preferably, the bottom mesh is one or more of the following: steel mesh, carbon fiber mesh, high-strength composite material mesh, or convex and concave reinforced concrete structure. Preferably, the distance a between the two edges of the upper opening of the trough structure and the adjacent outer edge of the upper surface of the trough beam is 50mm-300mm, and the distance b between the adjacent inner edge is 50mm-200mm; the width of the upper opening of the trough structure is 500mm-1100mm.
[0006] As a further technical solution, the safety guide surface on the inner side of the channel beam is made of magnetic material to support the electromagnetic-assisted safety guidance system, or non-magnetic material to support the guide wheel-assisted safety guidance system. The upper surface of the channel beam has a width of 600mm-1600mm, and the angle between the upper surface and the horizontal plane from the outside to the inside is 0 to -5 degrees.
[0007] As a further technical solution, the two sides of the inverted trapezoid are straight or have an inner arc curve structure; the width of the rectangular upright beam is 50%-90% of the width of the channel beam, and the height-to-width ratio of the rectangular upright beam is 1.5:1 to 4:1, preferably 2:1 to 3.5:1.
[0008] As a further technical solution, the Y-shaped channel beam also includes channel beam weight reduction holes, vertical beam weight reduction holes, and water vapor holes; water vapor holes inclined outward and downward are respectively provided on the two side walls of the bottom of the roadbed; the channel beam weight reduction holes are set in the low load stress zone near the geometric center between the channel beam and the inverted trapezoidal body. Preferably, the channel beam weight reduction holes are circular, elliptical, rectangular, or polygonal; 0-5 or more vertical beam weight reduction holes are distributed vertically on the vertical center line of the rectangular vertical beam in the low load stress zone and avoid the pre-embedded bolt area; preferably, the vertical beam weight reduction holes are rectangular, circular, elliptical, or a combination of polygonal shapes.
[0009] As a further technical solution, the Y-shaped channel beam is made of reinforced concrete as an integral beam structure, or welded from steel structure, or made of high-strength composite material. Preferably, each Y-shaped channel beam is 3-60 meters long.
[0010] As a further technical solution, the Y-shaped channel beam also includes stabilizing feet, one on each side of the bottom of the rectangular vertical beam. The bottom surface of the stabilizing feet is on the same plane as the bottom surface of the rectangular vertical beam and is erected together on the top of the pier to increase the load-bearing area and stability.
[0011] Secondly, the present invention provides a Y-shaped track system, which includes the aforementioned Y-shaped channel beam, guide plate mechanism, low-noise composite pavement, stabilizing beam, power supply mechanism, and piers; two Y-shaped channel beams are arranged vertically and parallel to each other on the same plane with their ends aligned, and the rectangular uprights of the two Y-shaped channel beams are connected horizontally and vertically by multiple stabilizing beams to form an integral structure, called a Y-shaped track beam. The front and rear ends of multiple Y-shaped track beams are connected in sequence and installed on the top surface of multiple piers arranged continuously along the design route to form a Y-shaped track; the low-noise composite pavement is laid in the pavement base trench of the Y-shaped channel beam; two guide plate mechanisms are respectively vertically installed on the outer surfaces of the two channel beams; the power supply mechanism is installed on the inner wall of the guide plate mechanism or erected above the channel beam and installed on its outer surface.
[0012] As a further technical solution, at least two stabilizing beams are provided. All stabilizing beams are installed longitudinally and evenly distributed between the rectangular vertical beams of the two Y-shaped channel beams, connecting the two Y-shaped channel beams into an integral structure. The bottom surfaces of the two stabilizing beams at both ends are on the same plane as the bottom surfaces of the ends of the rectangular vertical beams, and are installed together on the top surface of the pier to enhance installation stability. Preferably, the stabilizing beam is a rectangular, square, or circular hollow structure, or a flat plate structure, an H-shaped structure, or an irregular lightweight structure; Preferably, when the stabilizing beam is made of steel or composite material, it is equipped with flanges at both ends and installed by connecting bolts pre-embedded in the rectangular vertical beam. When the stabilizing beam is made of reinforced concrete, it can be cast in a secondary manner using pre-embedded steel bars.
[0013] As a further technical solution, the low-noise composite pavement includes a bottom bonding layer, an intermediate base layer, and a low-noise wear-resistant layer; the bottom bonding layer is laid or sprayed on the bottom mesh and the two side walls of the pavement base, and is tightly bonded to the bottom mesh and the two side walls of the pavement base; the intermediate base layer is laid on the upper surface of the bottom bonding layer and is tightly bonded to the intermediate base layer; the low-noise wear-resistant layer is laid on the upper surface of the intermediate base layer. Preferably, the low-noise wear-resistant layer is composed of fine-particle rubber asphalt mixture or fine-particle modified asphalt mixture; Preferably, the low-noise composite pavement can be replaced by a reinforced concrete structure.
[0014] As a further technical solution, the guide plate mechanism includes a safety guide plate, vertical reinforcing ribs, longitudinal reinforcing ribs, pre-embedded bolt pairs, and bolt pairs. The outer side of the safety guide plate is provided with vertical reinforcing ribs and longitudinal reinforcing ribs respectively. The lower part of the safety guide plate and the vertical reinforcing ribs are installed on the outside of the channel beam by the pre-embedded bolt pairs, and 1-2 longitudinal reinforcing ribs are installed on the upper part and / or middle part of the safety guide plate by the bolt pairs. Preferably, the safety guide plate can be made of steel plate or high-strength composite material plate to achieve lightweighting, or it can be made of reinforced concrete structure and Y-shaped channel beam integrally cast, or it can be made of pre-embedded steel bars for secondary casting.
[0015] As a further technical solution, when the Y-shaped track system is erected in parallel with two Y-shaped tracks for right-moving and left-moving directions, the two Y-shaped tracks for left and right directions can be connected together by auxiliary beams. Preferably, the auxiliary beam can be made of steel pipe, H-beam, or high-strength composite material plate and connected together by flange and connecting bolts pre-embedded in the Y-shaped track beam; the auxiliary beam can also be made of reinforced concrete structure with pre-embedded steel bars for secondary casting.
[0016] As a further technical solution, the Y-shaped track system also includes an interconnected road surface structure, which includes a transition road surface, an exit road surface, and an entrance road surface. The exit road surface of the interconnected road surface structure is connected to the right side of the Y-shaped track under right-hand traffic rules or the left side of the Y-shaped track under left-hand traffic rules, and the entrance road surface is connected to the left side of the Y-shaped track under right-hand traffic rules or the right side of the Y-shaped track under left-hand traffic rules. The transition road surface is installed between two Y-shaped channel beams at the corresponding positions of the exit road surface and the entrance road surface, making the upper surface of the two Y-shaped channel beams a near-planar structure to ensure that the vehicle wheels can smoothly turn from the transition road surface of the Y-shaped track system to the exit road surface or from the entrance road surface into the Y-shaped track. Both the exit road surface and the entrance road surface are flat road surface structures that smoothly connect with the Y-shaped track without obstruction, and guide plate mechanisms are installed on both sides. Preferably, the transition road surface, exit road surface, and entrance road surface are made of reinforced concrete, steel, or high-strength composite material plate structure.
[0017] As a further technical solution, the Y-shaped track system also includes inter-station offline stations. Each inter-station offline station includes a transition surface, an exit surface, an entrance surface, station tracks, and a platform. On the same side of the Y-shaped track, the exit surface, station tracks, and entrance surface are sequentially connected to form a single station track. A transition surface is installed between the two Y-shaped channel beams corresponding to the exit of the Y-shaped track and the entrance surface is installed between the two Y-shaped channel beams corresponding to the entrance of the Y-shaped track. The platform is installed outside the station tracks, and no guide plate mechanism is provided between the station tracks and the platform.
[0018] The advantages of this invention are as follows: 1. Compared with medium-capacity light rail, the optimized structure of the Y-shaped track system of this invention efficiently bears the wheel track load, achieving lightweight overall structure while ensuring high strength and high bending and torsional stiffness, saving materials, energy, and carbon, and resulting in lower overall cost. The Y-shaped channel beam structure is simple and easy to manufacture with high quality and install with high precision.
[0019] 2. The three-layer structure of the low-noise composite pavement of this invention has a strong bond between the pavement materials. The low-noise wear-resistant layer reduces the noise of wheel operation by 5-11 decibels. The noise level is less than 65 decibels at a distance of 5 meters. The service life is as long as 15-20 years. It is easy to achieve mechanized automatic paving, repair and maintenance or pavement renewal. It is highly maintainable, and can be repaired and reopened to traffic immediately with minimal impact on traffic.
[0020] 3. The interconnected road surface structure enables grade-separated interchanges between the Y-shaped rail system and ordinary urban roads, allowing for seamless connection. This facilitates integrated operation of the Y-shaped rail system for both urban passenger and logistics vehicles, providing direct access to every block of the city. This maximizes the efficiency of transportation resources, ensures the safety of the industrial chain, supply chain, and people's livelihoods, and supports both normal and emergency use, enhancing urban safety and resilience. The redundant operation advantage of the Y-shaped rail system solves the technical challenge of a single fault causing a complete shutdown of the entire rail transit line, ensuring smooth urban traffic flow. The 15-meter minimum turning radius allows for the installation of offline stations between sections, increasing vehicle throughput by 3-5 times. One-way hourly passenger volume can cover 0.1-50,000 passengers. It can also be used for large-scale social logistics transportation, reducing overall logistics costs. Attached Figure Description
[0021] Figure 1 A three-dimensional schematic diagram of the Y-shaped channel beam of this invention; Figure 2 This is a schematic diagram of the Y-shaped track system of the present invention, wherein a is a three-dimensional schematic diagram of the Y-shaped track system of the present invention; b is a schematic cross-sectional view of the W-shaped roadbed and low-noise composite pavement of the Y-shaped track system of the present invention; c is a schematic cross-sectional view of the V-shaped roadbed and low-noise composite pavement of the Y-shaped track system of the present invention. Figure 3 This invention relates to a Y-shaped track cross-section and an auxiliary safety guidance system for unmanned vehicles; Figure 4 A schematic diagram of the interchange road surface structure of the Y-shaped track system under the right-hand traffic rule of this invention; Figure 5 Schematic diagram of offline stations between sections of the Y-shaped track system of this invention; Figure 6 This is a schematic diagram of the forces acting on the Y-shaped track system of the present invention during vehicle operation; Figure 7 This is a schematic diagram of the forces acting on a box girder system during vehicle operation in the prior art; Among them: 1. Y-shaped channel beam, 11. Channel beam, 12. Rectangular vertical beam, 13. Inverted trapezoidal body, 14. Channel beam weight reduction hole, 15. Vertical beam weight reduction hole, 16. Edge arc, 17. Water vapor hole, 18. Channel bottom mesh, 19. Stabilizing foot, 1A. Safety guide inner wall, 2. Safety guide plate, 21. Vertical stiffener, 22. Longitudinal stiffener, 23. Embedded bolt pair, 24. Bolt pair, 25. Power supply mechanism, 26. Auxiliary safety guide system, 3. Low-noise composite pavement, 31. Channel bottom bonding layer, 32. Intermediate base layer, 33. Low-noise wear-resistant layer, 4. Stabilizing beam, 41. Flange, 42. Connecting bolt pair, 5. Auxiliary beam, 6. Transition pavement, 7. Exit pavement, 8. Entrance pavement, 9. Station track, 10. Platform. Detailed Implementation
[0022] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0023] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless otherwise expressly indicated by the invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof. As described in the background section, current medium- and low-capacity rail transit systems face technical and economic challenges such as high noise levels, high construction and maintenance costs, limited passenger transport functions, and long-term loss-making operations. To address these issues, this embodiment provides a Y-type rail system, specifically a Y-type rail system that is low-noise, high-strength, high bending and torsional stiffness, lightweight, material-saving, energy-saving, low-carbon, environmentally friendly, features low-noise composite pavement for immediate maintenance and operation, interchangeability, barrier-free access with ordinary roads, shared use by passenger and logistics vehicles, direct access to every block of the city, and maximizes the efficiency of transportation resources.
[0024] The specific structure of this application will be described below with reference to the accompanying drawings: Example 1 This invention provides a Y-shaped channel beam 1, comprising a channel beam 11, a rectangular vertical beam 12, an inverted trapezoidal body 13, a roadbed, and a safety guide surface 1A. The top surface of the inverted trapezoidal body, wider at the top and narrower at the bottom, connects to the channel beam, and the bottom surface connects to the rectangular vertical beam. The channel beam is a long, three-dimensional structure with a rectangular cross-section. Its upper surface has a roadbed along its central longitudinal direction, making the overall cross-sectional structure of the beam Y-shaped, vertically efficient in bearing wheel loads; hence, it is called a Y-shaped channel beam. The inner surface of the channel beam is the safety guide surface. Figure 1As shown.
[0025] The roadbed is used to lay low-noise composite pavement. Its structure is the key structure to ensure that the low-noise composite pavement does not detach or delaminate and operates safely under repeated heavy loads, impact loads and thermal expansion and contraction stress loads. The roadbed includes a trough structure, a bottom mesh 18, and edge arcs 16. The trough structure is a W-shaped, V-shaped, U-shaped, or other suitable shape. The bottom mesh 18 is arranged on the inner wall or bottom of the trough structure. The bottom mesh 18 is pre-placed on the inner wall or bottom surface of the trough structure. The bottom mesh is one or more of the following: steel mesh, carbon fiber mesh, high-strength composite material mesh, or convex and concave reinforced concrete structure, to enhance the bonding force between the roadbed and the low-noise composite pavement. The two edges of the upper opening of the trough structure are outwardly open edge arcs 16 with a radius of 20-100mm. The distance a between the two edges of the upper opening of the trough structure and the adjacent outer edge of the upper surface of the trough beam is 50mm-300mm, and the distance b between the adjacent inner edge is 50mm-200mm. The width of the upper opening of the trough structure is 500mm-1100mm.
[0026] The upper surface of the channel beam has a width of 600mm-1600mm, and the angle between the upper surface and the horizontal plane from the outside to the inside is 0 to -5 degrees. This facilitates drainage and reduces wear and rolling resistance of the inner tire in a dual-tire system during empty operation. The safety guide surface on the inner side of the channel beam is made of magnetic material to support the electromagnetic auxiliary safety guidance system 26, or non-magnetic material to support the guide wheel auxiliary safety guidance system 26. Figure 1 , Figure 2 b in Figure 2 c in Figure 3 As shown.
[0027] The inverted trapezoid 13 is a long three-dimensional structure with an inverted trapezoidal cross-section. Its top surface is connected to the bottom surface of the channel beam 11, and its bottom surface is connected to the top surface of the rectangular vertical beam 12. The two sides of the inverted trapezoid can be straight or have an inner arc curve.
[0028] The width of the rectangular vertical beam 12 is 50%-90% of the width of the channel beam, and the height-to-width ratio of the rectangular vertical beam is 1.5:1 to 4:1, preferably 2:1 to 3.5:1, in order to achieve efficient load-bearing and lightweight overall structure.
[0029] The Y-shaped channel beam 1 also includes channel beam weight reduction holes 14, vertical beam weight reduction holes 15, and water vapor holes 17. Water vapor holes 17, sloping outwards and downwards, are respectively provided on the two side walls at the bottom of the roadbed to facilitate water vapor discharge. The specific number and distribution are scientifically determined by professionals in this field. The channel beam weight reduction holes 14 are located in the low-load stress zone near the geometric center between the channel beam and the inverted trapezoidal body. These channel beam weight reduction holes are circular, elliptical, rectangular, or polygonal. 0-5 or more vertical beam weight reduction holes 15 are distributed vertically along the vertical centerline of the rectangular vertical beam in the low-load stress zone, avoiding the pre-embedded bolt locations. These vertical beam weight reduction holes are rectangular, circular, elliptical, or a combination of polygonal shapes. The channel beam weight reduction holes or vertical beam weight reduction holes can be used to lay power cables, communication cables, and other facilities.
[0030] The Y-shaped channel beams can be constructed as a single, integral beam structure cast in reinforced concrete, welded from steel, or made of high-strength composite materials. Each Y-shaped channel beam ranges in length from 3 to 60 meters, with the design selected by technical personnel based on specific needs. When the length of the Y-shaped channel beam exceeds 20 meters, prestressed steel reinforcement can be used to enhance the strength and stiffness of the large-span beam structure.
[0031] The Y-shaped channel beam 1 also includes a stabilizing foot 19, which is provided on both sides of the bottom of the rectangular vertical beam 12. The bottom surface of the stabilizing foot 19 is on the same plane as the bottom surface of the rectangular vertical beam 12 and is erected together on the top of the pier to increase the bearing area and stability.
[0032] Example 2 Based on the Y-shaped channel beam 1 structure disclosed in Embodiment 1, this embodiment also provides a Y-shaped track system, including the aforementioned Y-shaped channel beam 1, guide plate mechanism, low-noise composite pavement 3, stabilizing beam 4, power supply mechanism 25, and piers. Two Y-shaped channel beams 1 are arranged vertically and parallel to each other on the same plane, with their ends aligned. The parallel distance between the center lines of the two pavement base trenches is 1500-2100mm. The rectangular uprights of the two Y-shaped channel beams are connected horizontally and vertically by multiple stabilizing beams to form an integral structure, called a Y-shaped track beam. The front and rear ends of multiple Y-shaped track beams are connected in sequence and installed on the top surface of multiple piers arranged continuously along the design route to form a Y-shaped track. The low-noise composite pavement is laid in the pavement base trench of the Y-shaped channel beam to provide support for the wheel running trajectory of the unmanned vehicle. Two guide plate mechanisms are respectively vertically installed on the outer side of the two channel beams to provide support for the auxiliary safety guidance system 26 of the unmanned vehicle. The power supply mechanism is installed on the inner wall of the guide plate mechanism or erected above the channel beam and installed on its outer side. The Y-shaped track system has a minimum turning radius of 15 meters and a maximum longitudinal gradient of 200‰. It can be used on elevated piers, laid on the ground, or installed inside tunnels. Figure 2 , Figure 3 As shown.
[0033] The stabilizing beam consists of 2-30 rectangular vertical beams evenly distributed longitudinally between two Y-shaped channel beams, connecting the two Y-shaped channel beams into a single structure. This further enhances the lateral torsional stiffness and stability of the Y-shaped track structure. The bottom surfaces of the two stabilizing beams at both ends are on the same plane as the bottom surfaces of the rectangular vertical beam ends, and are installed together on the top surface of the pier column to enhance installation stability. The stabilizing beam can be a rectangular, square, or circular hollow structure, or a flat structure, an H-shaped structure, or an irregular lightweight structure. When the stabilizing beam is made of steel or composite materials, it has flanges 41 at both ends, which are installed through connecting bolt pairs 42 pre-embedded in the rectangular vertical beam 12. When the stabilizing beam is made of reinforced concrete, it can be cast in a secondary pour using pre-embedded reinforcing bars. Figure 2 As shown in a.
[0034] The low-noise composite pavement 3 includes a bottom bonding layer 31, an intermediate base layer 32, and a low-noise wear-resistant layer 33. The bottom bonding layer 31 is laid or sprayed on the bottom mesh 18 and the two side walls of the pavement base, and is firmly bonded to the bottom mesh and the two side walls of the pavement base. The bottom bonding layer can reduce the influence of thermal expansion and contraction between different materials. The intermediate base layer 32 is laid on the upper surface of the bottom bonding layer 31 and is tightly bonded to the intermediate base layer to ensure that it does not delaminate or detach under the repeated action of heavy wheel loads, impact loads, and thermal expansion and contraction stress. The low-noise wear-resistant layer 33 is laid on the upper surface of the intermediate base layer 32. The low-noise wear-resistant layer 33 is composed of fine-particle rubber asphalt mixture or fine-particle modified asphalt mixture, realizing the environmentally friendly recycling of waste tire rubber, reducing wheel running noise by 5-11 decibels, and the noise at a distance of 5 meters is less than 65 decibels. The service life is as long as 15-20 years. The low-noise composite pavement can be mechanically and automatically laid, repaired and maintained, or the pavement can be renewed. It can be maintained and opened to traffic immediately. It has strong maintainability and has little impact on traffic. The low-noise composite pavement 3 can be replaced by a reinforced concrete structure under special environmental conditions. For example... Figure 2 b in Figure 2 As shown in c in the figure.
[0035] The guide plate mechanism includes a safety guide plate 2, vertical reinforcing ribs 21, longitudinal reinforcing ribs 22, pre-embedded bolt pairs 23, and bolt pairs 24. The outer side of the safety guide plate 2 is provided with vertical reinforcing ribs 21 and longitudinal reinforcing ribs 22 to improve vertical and longitudinal stiffness and strength. The lower parts of the safety guide plate 2 and the vertical reinforcing ribs 21 are installed on the outside of the channel beam by the pre-embedded bolt pairs 22. One or two longitudinal reinforcing ribs 22 are installed on the upper part and / or middle part of the safety guide plate 2 by the bolt pairs 24. The safety guide plate can be made of steel plate or high-strength composite material plate to achieve lightweighting, or it can be integrally cast with the Y-shaped channel beam using reinforced concrete structure, or it can be cast in a secondary manner using pre-embedded reinforcing bars. Figure 2 As shown in 'a'.
[0036] The safety guide plate 2 and the safety guide surface 1A together provide safety support for the auxiliary safety guidance system 26 installed on the driverless vehicle, ensuring that the vehicle will not derail and will operate safely on the Y-shaped track system. Figure 3 As shown.
[0037] The power supply mechanism 25 is powered by a power supply rail or a contact wire. When a power supply rail is used, it is installed on the inner wall of the safety guide plate 2 on both sides of the Y-shaped rail, or when a contact wire is used, it is erected above the channel beam and installed on its outer surface.
[0038] When the Y-shaped track system has two parallel Y-shaped tracks (right-moving and left-moving), the two tracks can be connected together by auxiliary beams 5. These auxiliary beams can be made of steel pipes, H-beams, or high-strength composite materials and connected via flanges and pre-embedded bolt pairs 42 in the Y-shaped track beams. Alternatively, the auxiliary beams can be constructed using reinforced concrete structures with pre-embedded reinforcing bars for secondary casting. Figure 4 As shown.
[0039] The Y-shaped track system also includes an interconnecting surface structure, which enables the Y-shaped track system to achieve interconnection with overpasses and seamless access to ordinary roads. The interconnecting surface structure includes a Y-shaped track, a transition surface 6, an exit surface 7, and an entrance surface 8. The exit surface 7 of the interconnecting surface structure is connected to the right side of the Y-shaped track under right-hand traffic rules or the left side of the Y-shaped track under left-hand traffic rules. The entrance surface 8 is connected to the left side of the Y-shaped track under right-hand traffic rules or the right side of the Y-shaped track under left-hand traffic rules. The transition surface 6 is installed between two Y-shaped channel beams 1 at the corresponding positions of the exit surface 7 and the entrance surface 8, making the upper surface of the two Y-shaped channel beams a near-planar structure to ensure that vehicle wheels can smoothly turn from the transition surface 6 of the Y-shaped track system to the exit surface 7 or from the entrance surface into the Y-shaped track. Both the exit surface 7 and the entrance surface 8 are flat surface structures that smoothly connect with the Y-shaped track without obstruction, and guide plate mechanisms are installed on both sides. The transition road surface 6, exit road surface 7, and entrance road surface 8 are constructed using reinforced concrete, steel, or high-strength composite material panels. For example... Figure 4 The diagram shown illustrates the right-hand traffic rules.
[0040] The aforementioned interchange surface structure connects with the grade-separated interchange structure to achieve interconnection between the Y-shaped rail system and ordinary roads, enabling seamless interconnection between the Y-shaped rail system and ordinary roads. The beneficial effects of this interchange interconnection and seamless interconnection with ordinary roads include: First, it allows intelligent driving vehicles to have the advantage of redundant operation. When a local fault or congestion occurs in the Y-shaped rail system, vehicles can bypass the congested section via interchanges or ordinary roads, solving the technical problem of the entire rail transit line being shut down due to a single fault and ensuring the smooth operation of the Y-shaped rail system. Second, it allows intelligent driving passenger vehicles and urban logistics vehicles to share the operation of the Y-shaped rail system, reducing the operating costs of the Y-shaped rail system, shortening the investment recovery period, and maximizing the efficiency of transportation resources. This solves the current problem of urban rail transit having only a single passenger transport function and long-term loss-making operation. Intelligent driving passenger and logistics vehicles can reach every block of the city, ensuring the safety of the industrial chain, supply chain, and people's livelihood, achieving dual-use in normal and emergency situations, and ensuring urban safety and resilience.
[0041] The Y-shaped track system also includes inter-station offline stations. Each inter-station offline station includes a Y-shaped track, a transition surface 6, an exit surface 7, an entrance surface 8, a station track 9, and a platform 10. On the same side of the Y-shaped track, the exit surface 7, the station track 9, and the entrance surface 8 are sequentially connected to form an integral station track. A transition surface 6 is installed between the two Y-shaped channel beams 1 corresponding to the exit of the exit surface 7 and the Y-shaped track. A transition surface 6 is also installed between the two Y-shaped channel beams 1 corresponding to the entrance of the entrance surface 8 and the Y-shaped track. The platform 10 is installed outside the station track 9. No guide plate mechanism is set between the station track 9 and the platform 10. By fully utilizing the advantage of the Y-shaped track system's minimum turning radius of 15 meters, flexible, convenient, and low-cost offline stations are set up between sections. This allows incoming vehicles to give way to faster vehicles directly passing through the station area on the Y-shaped track main line, increasing vehicle throughput efficiency by 3-5 times. Any train configuration of 1-10 cars can cover 0.1-50,000 passengers per hour in one direction. This adaptable to the diverse line demands of large and medium-sized cities, from low to high capacity, it allows for full passenger vehicle operation during peak hours and shared Y-shaped track operation with urban logistics vehicles and passenger vehicles during off-peak hours and nighttime, achieving a diversified new operation model and increasing operating revenue by 5-6 times to achieve profitability. Figure 5 As shown.
[0042] Compared to light rail, the Y-shaped track system of this invention offers a passenger capacity exceeding the light rail's maximum of 30,000 passengers per day, reaching up to 50,000 passengers per day. Furthermore, it allows for arbitrary formation of 1-10 vehicles, covering passenger volumes from 1,000 to 50,000 passengers per day, providing wider adaptability and greater flexibility. Passenger vehicles can seamlessly connect with ordinary roads via interchanges and reach every block of the city from the Y-shaped track, enabling passenger and logistics vehicles to share the Y-shaped track. This maximizes the multi-functionality and efficiency of Y-shaped rail transit resources, something light rail cannot achieve. Compared to light rail's box-type track... The Y-shaped track beam reduces the mass of the horizontal panel center section of the box girder, as well as the complex structure and mass of the sleepers or track slabs and steel rails. The Y-shaped channel beam vertically bears the wheel track load, which is more efficient, structurally superior, and lighter than the vertical effective component force generated by the two inclined support arms of the light rail box girder. This results in a Y-shaped track beam having approximately 20%-30% less mass than the light rail box girder under the same load, achieving material savings, energy conservation, and carbon reduction. The overall cost of the Y-shaped track system is 1 / 3 to 1 / 2 that of light rail, and its operating cost is 1 / 3 to 1 / 5 that of light rail. Figure 6 , Figure 7 As shown.
[0043] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
Claims
1. A Y-shaped channel beam, characterized in that, Including trough beams, roadbed trenches, inverted trapezoidal shapes, and rectangular vertical beams, wider at the top and narrower at the bottom. The narrow inverted trapezoidal body has a top surface connected to a channel beam and a bottom surface connected to a rectangular vertical beam. The channel beam is a long three-dimensional structure with a rectangular cross-section. Its upper surface has a roadbed along the middle longitudinal direction, so that the overall cross-sectional structure of the beam is Y-shaped and vertically efficient in bearing wheel loads. The inner side of the channel beam is a safety guide surface.
2. The Y-shaped channel beam as described in claim 1, characterized in that, The roadbed includes a trough structure, a bottom mesh, and edge arcs. The trough structure is a W-shaped structure, a V-shaped structure, a U-shaped structure, or other suitable shape. The bottom mesh is pre-placed on the inner wall or bottom surface of the trough structure. The two edges of the upper opening of the trough structure are outwardly open edge arcs. Preferably, the bottom mesh is one or more of the following: steel mesh, carbon fiber mesh, high-strength composite material mesh, or convex and concave reinforced concrete structure. Preferably, the distance a between the two edges of the upper opening of the trough structure and the adjacent outer edge of the upper surface of the trough beam is 50mm-300mm, and the distance b between the adjacent inner edge is 50mm-200mm; the width of the upper opening of the trough structure is 500mm-1100mm.
3. The Y-shaped channel beam as described in claim 1, characterized in that, The safety guide surface on the inner side of the channel beam is made of magnetic material to support the electromagnetic-assisted safety guidance system, or non-magnetic material to support the guide wheel-assisted safety guidance system. The upper surface of the channel beam has a width of 600mm-1600mm, and the angle between the upper surface and the horizontal plane from the outside to the inside is 0 to -5 degrees.
4. The Y-shaped channel beam as described in claim 1, characterized in that, The two sides of the inverted trapezoid are straight or have an inner arc curve structure; the width of the rectangular upright beam is 50%-90% of the width of the channel beam, and the height-to-width ratio of the rectangular upright beam is 1.5:1 to 4:1, preferably 2:1 to 3.5:
1.
5. The Y-shaped channel beam as described in claim 1, characterized in that, The Y-shaped channel beam also includes channel beam weight reduction holes, vertical beam weight reduction holes, and water vapor holes; water vapor holes inclined outward and downward are respectively provided on the two side walls of the bottom of the roadbed; the channel beam weight reduction holes are located in the low-load stress zone near the geometric center between the channel beam and the inverted trapezoidal body. Preferably, the channel beam weight reduction holes are circular, elliptical, rectangular, or polygonal; 0-5 or more vertical beam weight reduction holes are distributed vertically on the vertical center line of the rectangular vertical beam in the low-load stress zone and avoid the pre-embedded bolt area; preferably, the vertical beam weight reduction holes are rectangular, circular, elliptical, or polygonal combination shapes.
6. The Y-shaped channel beam as described in claim 1, characterized in that, The Y-shaped channel beam is made of reinforced concrete cast as an integral beam structure, or welded from steel structure, or made of high-strength composite material. Preferably, each Y-shaped channel beam is 3-60 meters long. Furthermore, the Y-shaped channel beam also includes stabilizing feet, one on each side of the bottom of both ends of the rectangular vertical beam. The bottom surface of the stabilizing feet is on the same plane as the bottom surface of the rectangular vertical beam and is erected together on the top of the pier column to increase the load-bearing area and stability.
7. A Y-shaped track system, characterized in that, It includes the Y-shaped channel beam, guide plate mechanism, low-noise composite pavement, stabilizing beam, power supply mechanism, and pier as described in any one of claims 1-6; two Y-shaped channel beams are arranged vertically and parallel to each other on the same plane with their ends aligned, and the rectangular upright beams of the two Y-shaped channel beams are connected horizontally and vertically by multiple stabilizing beams to form an integral structure, called a Y-shaped track beam, and the front and rear ends of multiple Y-shaped track beams are connected in sequence and installed on the top surface of multiple piers arranged continuously along the design route to form a Y-shaped track; the low-noise composite pavement is laid in the pavement base trench of the Y-shaped channel beam; two guide plate mechanisms are respectively vertically installed on the outer side surface of the two channel beams; the power supply mechanism is installed on the inner side wall of the guide plate mechanism or erected above the channel beam and installed on its outer side surface.
8. The Y-shaped track system as described in claim 7, characterized in that, At least two stabilizing beams are provided. All stabilizing beams are installed longitudinally and evenly distributed between the rectangular vertical beams of the two Y-shaped channel beams, connecting the two Y-shaped channel beams into a whole structure. The bottom surfaces of the two stabilizing beams at both ends are on the same plane as the bottom surfaces of the ends of the rectangular vertical beams, and are installed together on the top surface of the pier to enhance installation stability. Preferably, the stabilizing beam is a rectangular, square, or circular hollow structure, or a flat plate structure, an H-shaped structure, or an irregular lightweight structure; Preferably, when the stabilizing beam is made of steel or composite material, it is equipped with flanges at both ends and installed by connecting bolts pre-embedded in the rectangular vertical beam. When the stabilizing beam is made of reinforced concrete, it can be cast in a secondary manner using pre-embedded steel bars.
9. The Y-shaped track system as described in claim 7, characterized in that, The low-noise composite pavement includes a bottom bonding layer, an intermediate base layer, and a low-noise wear-resistant layer. The bottom bonding layer is laid or sprayed on the bottom mesh and the two side walls of the pavement base, and is tightly bonded to the bottom mesh and the two side walls of the pavement base. The intermediate base layer is laid on the upper surface of the bottom bonding layer and is tightly bonded to the intermediate base layer. The low-noise wear-resistant layer is laid on the upper surface of the intermediate base layer. Preferably, the low-noise wear-resistant layer is composed of fine-particle rubber asphalt mixture or fine-particle modified asphalt mixture; Preferably, the low-noise composite pavement can be replaced by a reinforced concrete structure.
10. The Y-shaped track system as described in claim 7, characterized in that, The guide plate mechanism includes a safety guide plate, vertical reinforcing ribs, longitudinal reinforcing ribs, pre-embedded bolt pairs, and bolt pairs. The outer side of the safety guide plate is provided with vertical reinforcing ribs and longitudinal reinforcing ribs respectively. The lower part of the safety guide plate and the vertical reinforcing ribs are installed on the outside of the channel beam by the pre-embedded bolt pairs, and 1-2 longitudinal reinforcing ribs are installed on the upper part and / or middle part of the safety guide plate by the bolt pairs. Preferably, the safety guide plate can be made of steel plate or high-strength composite material plate to achieve lightweighting, or it can be made of reinforced concrete structure and Y-shaped channel beam integrally cast, or it can be made of pre-embedded steel bars for secondary casting.
11. The Y-shaped track system as described in claim 7, characterized in that, When two Y-shaped tracks, one for right-hand and one for left-hand, are erected in parallel, the two Y-shaped tracks can be connected to each other by auxiliary beams. Preferably, the auxiliary beam can be made of steel pipe, H-beam, or high-strength composite material plate and connected together by flange and connecting bolts pre-embedded in the Y-shaped track beam; the auxiliary beam can also be made of reinforced concrete structure with pre-embedded steel bars for secondary casting.
12. The Y-shaped track system as described in claim 7, characterized in that, It also includes an interchange road surface structure, which includes a transition road surface, an exit road surface, and an entrance road surface. The exit road surface of the interchange road surface structure is connected to the right side of the Y-shaped track under right-hand traffic rules or the left side of the Y-shaped track under left-hand traffic rules, and the entrance road surface is connected to the left side of the Y-shaped track under right-hand traffic rules or the right side of the Y-shaped track under left-hand traffic rules. The transition road surface is installed between two Y-shaped channel beams at the corresponding positions of the exit road surface and the entrance road surface, making the upper surface of the two Y-shaped channel beams a near-planar structure to ensure that the vehicle wheels can smoothly turn from the transition road surface of the Y-shaped track system to the exit road surface or from the entrance road surface into the Y-shaped track. Both the exit road surface and the entrance road surface are flat road surface structures that smoothly connect with the Y-shaped track without obstruction, and guide plate mechanisms are installed on both sides. Preferably, the transition road surface, exit road surface, and entrance road surface are made of reinforced concrete, steel, or high-strength composite material plate structure.
13. The Y-shaped track system as described in claim 7, characterized in that, It also includes offline stations between small sections. Each offline station between small sections includes a Y-shaped track, a transition surface, an exit surface, an entrance surface, station tracks, and a platform. On the same side of the Y-shaped track, the exit surface, station tracks, and entrance surface are connected in sequence to form a whole station track. A transition surface is installed between the two Y-shaped channel beams corresponding to the exit of the exit surface and the Y-shaped track. A transition surface is also installed between the two Y-shaped channel beams corresponding to the entrance of the entrance surface and the Y-shaped track. The platform is installed on the outside of the station tracks, and no guide plate mechanism is set between the station tracks and the platform.