Straddle type monorail vehicle on-line method

Abstract

The invention provides a straddle type monorail vehicle on-line method, and relates to the technical field of vehicles, the straddle type monorail vehicle on-line method comprises the following steps: an auxiliary on-line facility is built beside a track main line of a track, and the auxiliary on-line facility comprises a guide beam and a plurality of support piers; hoisting the tool beam on which the vehicle is fixed to the plurality of supporting piers, and aligning the tool beam with the guide beam; a turnout beam of the track is controlled to move until the turnout beam is aligned with the guide beam; fixing between the tool beam and the vehicle is removed firstly, and then the vehicle is controlled to move towards the turnout beam along the guide beam until the vehicle completely moves to the turnout beam; the turnout beam is controlled to move until the turnout beam is aligned with the track main line, and then the vehicle is controlled to move to the track main line. According to the straddle type monorail vehicle on-line method, the on-line difficulty of the straddle type monorail vehicle is reduced, and damage to the straddle type monorail vehicle is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method for deploying a straddle-type monorail vehicle. Background Technology

[0002] In the installation of straddle-type monorail vehicles, cranes and other lifting equipment are currently commonly used. During the operation, the lifting equipment first secures the vehicle to the track using a spreader, and then lifts the entire car body onto the track, thus enabling the vehicle to be installed. However, in this process, the small distance between the balance wheels and guide wheels of the vehicle's bogie and the track not only makes alignment difficult but also easily causes damage to the balance wheels and guide wheels. Summary of the Invention

[0003] The problem addressed by this invention is how to reduce the difficulty of putting straddle-type monorail vehicles into service and how to reduce damage to straddle-type monorail vehicles.

[0004] To address the above problems, this invention provides a method for deploying straddle-type monorail vehicles, comprising the following steps: Auxiliary track-up facilities are constructed alongside the main track line, including guide beams and multiple support piers; The tooling beam with the vehicle fixed to it is hoisted onto the multiple support piers, and the tooling beam is aligned with the guide beam. Control the movement of the turnout beam of the track until the turnout beam is aligned with the approach beam; First, release the fixing between the tooling beam and the vehicle, then control the vehicle to move along the guide beam toward the turnout beam until the vehicle has completely moved onto the turnout beam; First, control the movement of the turnout beam until it is aligned with the main track line, then control the vehicle to move to the main track line.

[0005] Optionally, constructing auxiliary access facilities alongside the main track line includes: The approach beam is constructed beside the main track line, such that the upper end face of the approach beam is on the same horizontal plane as the upper end face of the main track line, and the distance between the approach beam and the main track line gradually increases along the direction from near the turnout beam to far away from the turnout beam; Along the length of the approach beam, a plurality of support piers are constructed at intervals on the side of the approach beam away from the turnout beam.

[0006] Optionally, the bottom end of the tooling beam is provided with multiple fixed seats, and the fixed seats are provided in a one-to-one correspondence with the support piers; The step of hoisting the tooling beam with the vehicle fixed to it onto the multiple support piers and aligning the tooling beam with the guide beam includes: First, the tooling beam with the vehicle fixed to it is hoisted to the top of the multiple support piers, and then the tooling beam is slowly lowered until the vertical distance between the fixed seat and the corresponding support pier reaches a first preset distance. Adjust the position of the tooling beam so that the fixed seat and the corresponding support pier are vertically aligned; Control the tooling beam to continue descending until the fixed seat is supported on the corresponding support pier; Adjust the position of the tooling beam so that one end of the tooling beam along the length direction is aligned with one end of the guide beam along the length direction.

[0007] Optionally, after adjusting the position of the tooling beam so that one end of the tooling beam along the length direction is aligned with one end of the guide beam along the length direction, the method further includes: The fixed base is connected to the corresponding support pier so that the tooling beam is stably supported on the multiple support piers.

[0008] Optionally, connecting the fixed base to the corresponding support pier includes: Align the through hole on the fixed base with the corresponding threaded hole on the support block; High-strength bolts are sequentially inserted into the through hole and the threaded hole to connect the fixed seat and the corresponding support pier.

[0009] Optionally, controlling the movement of the turnout beam of the track until the turnout beam is aligned with the approach beam includes: Control the turnout beam to run at a first preset speed until the turnout beam just contacts the guide beam; The turnout beam is controlled to run at a second preset speed until the ends of the turnout beam and the guide beam that are facing each other are aligned, wherein the second preset speed is less than the first preset speed.

[0010] Optionally, controlling the vehicle to move along the guide beam toward the turnout beam until the vehicle is fully positioned on the turnout beam includes: A winch is installed on the turnout beam, and the end of the vehicle facing the turnout beam and the winch are connected by a rope. Control the operation of the winch equipment and use the rope to pull the vehicle toward the turnout beam; After the vehicle has fully moved onto the turnout beam, the winch is stopped and the rope is released from its attachment to the vehicle.

[0011] Optionally, controlling the vehicle to move to the track line includes: Install the winch removed from the turnout beam onto the main track line, and connect the rope connected to the winch to the end of the vehicle away from the turnout beam; The winch is controlled to operate, and the vehicle is pulled toward the main track line via the rope. After the vehicle has fully moved to the main track line, the winch is controlled to stop working, the rope is released from the vehicle, and the winch is removed from the main track line.

[0012] Optionally, releasing the fixture beam from the vehicle includes: Remove the first stop on the tooling beam used to restrict the vehicle body; Remove the second stop on the tooling beam used to restrict the guide wheels of the vehicle; Remove the third stop on the tooling beam that is used to limit the balance wheel of the vehicle; Remove the straps on the tooling beam that are used to restrain the bogies of the vehicle.

[0013] Optionally, the method for putting a straddle-type monorail vehicle into service further includes: after the vehicle moves to the main track line, controlling the vehicle to be powered on by the power grid.

[0014] Compared with related technologies, the beneficial effects of the present invention are as follows: By constructing auxiliary track-mounting facilities, including guide beams and support piers, alongside the main track line, the fixture beam securing the vehicle is first hoisted to the support pier and aligned with the guide beam. Then, the turnout beam is aligned with the guide beam. Next, the fixture beam is released from its attachment to the vehicle, and the vehicle is controlled to move along the guide beam to the turnout beam. Finally, the turnout beam is aligned with the main track line, and the vehicle is guided onto the main track. This method avoids the alignment difficulties caused by the small distance between the bogie balance wheels, guide wheels, and the track when directly hoisting vehicles with a crane, significantly reducing the risk of damage to the balance wheels and guide wheels, and improving the accuracy and safety of vehicle track-mounting. Attached Figure Description

[0015] Figure 1 This is a flowchart illustrating the method for deploying straddle-type monorail vehicles according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the straddle-type monorail vehicle according to an embodiment of the present invention. Figure 1 ; Figure 3 This is a schematic diagram of the straddle-type monorail vehicle according to an embodiment of the present invention. Figure 2 .

[0016] Explanation of reference numerals in the attached figures: 100. Main track; 200. Lead beam; 300. Support pier; 400. Vehicle; 500. Tooling beam; 501. Fixed seat; 600. Turnout beam; 700. Winch equipment; 800. Ropes. Detailed Implementation

[0017] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0018] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0019] In the description of this invention, it should be understood that the terms "height," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0020] The method for deploying straddle-type monorail vehicles according to embodiments of the present invention, such as... Figure 1 As shown, it includes the following steps: S100. Auxiliary track-up facilities are constructed next to the main track line 100 of the track. The auxiliary track-up facilities include a guide beam 200 and multiple support piers 300. S200, hoist the tooling beam 500 with the vehicle 400 fixed on it onto multiple support piers 300, and align the tooling beam 500 with the guide beam 200; S300, control the movement of the turnout beam 600 on the track until the turnout beam 600 is aligned with the approach beam 200; S400: First, release the fixing between the tooling beam 500 and the vehicle 400, then control the vehicle 400 to move along the guide beam 200 toward the turnout beam 600 until the vehicle 400 has completely moved onto the turnout beam 600. S500: First, control the movement of the turnout beam 600 until the turnout beam 600 is aligned with the main track line 100, then control the vehicle 400 to move to the main track line 100.

[0021] Specifically, such as Figure 2 As shown, the main track 100 refers to the main track section used for normal train operation. Its top is the running surface for vehicle 400, and its sides have guide surfaces and stabilizing surfaces that contact the guide wheels and balance wheels of vehicle 400, respectively. The main track 100 is typically constructed from precast concrete segments, fixed to bridge piers or elevated structures, and extends as a continuous straight line or curve. Its upper surface is the running surface that contacts the wheel treads of vehicle 400, and it must remain flat, continuous, and without abrupt changes in elevation. The turnout beam 600 is a movable beam segment in the track, capable of changing its spatial position via a drive device, thereby enabling track switching.

[0022] In this embodiment, by constructing auxiliary track-mounting facilities including a guide beam 200 and a support pier 300 beside the main track line 100, the tooling beam 500 fixing the vehicle 400 is first hoisted to the support pier 300 and aligned with the guide beam 200. Then, the turnout beam 600 is aligned with the guide beam 200. Subsequently, the tooling beam 500 is released from its attachment to the vehicle 400, and the vehicle 400 is controlled to move along the guide beam 200 to the turnout beam 600. Finally, the turnout beam 600 is aligned with the main track line 100, and the vehicle 400 is guided onto the main track line 100. This method avoids the alignment problems caused by the small distance between the bogie balance wheel, guide wheel, and track when directly hoisting the vehicle 400 with a crane, significantly reducing the risk of damage to the balance wheel and guide wheel, and improving the accuracy and safety of the vehicle 400's track-mounting.

[0023] Optionally, auxiliary access facilities may be constructed alongside the main track line 100, including: A guide beam 200 is constructed next to the main track line 100, with the upper end face of the guide beam 200 and the upper end face of the main track line 100 on the same horizontal plane, and the distance between the guide beam 200 and the main track line 100 gradually increases along the direction from near the turnout beam 600 to far away from the turnout beam 600. Along the length of the approach beam 200, multiple support piers 300 are constructed at intervals on the side of the approach beam 200 away from the turnout beam 600.

[0024] Specifically, the guide beam 200 refers to a transitional structural beam connecting the support pier 300 area and the turnout beam 600. Its main function is to serve as a guide path for the vehicle 400 as it moves from the tooling beam 500 to the track system. The guide beam 200 can be made of high-strength steel or prestressed concrete, possessing sufficient load-bearing capacity and bending stiffness to withstand the dynamic loads of the vehicle 400 during passage. Its cross-sectional shape can be designed as a box girder, I-beam, or other structural forms suitable for bearing vertical and lateral forces. The length of the guide beam 200 can be adaptively adjusted according to site construction conditions and the dimensions of the vehicle 400 to ensure that the vehicle 400 has sufficient sliding distance to complete its initial positioning. The upper surface of the guide beam 200 needs to be precisely leveled so that its final installed height is consistent with the running surface of the main track 100, avoiding the formation of steps or slope differences when aligned with the turnout beam 600.

[0025] Support piers 300 are fundamental structural units used to support the weight of the tooling beam 500 and the vehicle 400 above it. They are typically constructed of reinforced concrete and possess good vertical load-bearing capacity and anti-overturning ability. Multiple support piers 300 are arranged along the length of the guide beam 200 on the side of the guide beam 200 away from the turnout beam 600, i.e., the rear end area of ​​the guide beam 200, forming a stable support array. This arrangement avoids placing obstacles at the front end of the guide beam 200 (near the turnout beam 600), thus providing an unobstructed passage for the vehicle 400 to move towards the turnout beam 600. The number of support piers 300 is determined based on the span of the tooling beam 500 and the weight of the vehicle 400, and is usually no less than two to ensure even load distribution.

[0026] In this embodiment, by setting up a guide beam 200 structure at the same height as the main track 100 and arranged outwards, and cooperating with the support piers 300 system distributed on the far side, the smooth introduction of the straddle-type monorail vehicle from the ground tooling platform to the track system is achieved. This layout effectively reduces the spatial alignment difficulty of the vehicle 400 during the transfer process and improves the safety and reliability of the on-line operation. Specifically, ensuring that the upper surface of the guide beam 200 and the upper surface of the main track 100 are on the same horizontal plane means that their vertical elevations are completely consistent, allowing the vehicle 400 to smoothly transition from the guide beam 200 to the turnout beam 600 without vertical drop. This design eliminates the impact risk caused by the "lifting-lowering" action commonly found in traditional on-line methods, preventing the vehicle 400 from jumping, derailing, or wheel damage due to sudden sinking or lifting. Horizontal consistency can be checked using high-precision measuring instruments (such as a total station or laser level) and fine-tuned using adjustable supports or shims. Along the direction from near the turnout beam 600 to far away from it, the distance between the guide beam 200 and the main track line 100 gradually increases, indicating that the guide beam 200 is inclined outward relative to the main track line 100, forming a geometric shape similar to a "trumpet mouth". This design provides the vehicle 400 with greater lateral tolerance when entering the docking area: when the vehicle 400 starts moving from the wider, farther end, even with some initial deviation, it can naturally correct itself as it advances towards the turnout beam 600, gradually converging to the correct trajectory. This progressively narrowing structure acts as an active guide, significantly reducing the need for manual intervention and the difficulty of alignment. The side of the guide beam 200 away from the turnout beam 600 is the starting or rear end area of ​​the guide beam 200. This area is far from the moving parts of the track system (turnout beam 600) and belongs to the static operation area, suitable for arranging fixed infrastructure. Multiple support piers 300 are constructed at intervals in this area, which not only meets the structural stability requirements but also does not hinder the operation process of subsequent vehicles 400 sliding forward along the guide beam 200.

[0027] Optionally, the bottom end of the tooling beam 500 is provided with multiple fixing seats 501, and the fixing seats 501 are set one-to-one with the support piers 300; The process of hoisting the tooling beam 500, to which the vehicle 400 is fixed, onto multiple support piers 300 and aligning the tooling beam 500 with the guide beam 200 includes: First, the tooling beam 500 with the vehicle 400 fixed is hoisted to the top of multiple support piers 300, and then the tooling beam 500 is slowly lowered until the vertical distance between the fixed seat 501 and the corresponding support pier 300 reaches the first preset distance. Adjust the position of the tooling beam 500 so that the fixed seat 501 is vertically aligned with the corresponding support pier 300; The tooling beam 500 continues to descend until the fixed seat 501 is supported on the corresponding support pier 300; Adjust the position of the tooling beam 500 so that one end of the tooling beam 500 along the length direction is aligned with one end of the guide beam 200 along the length direction.

[0028] Specifically, the bottom of the tooling beam 500 is equipped with multiple fixed seats 501, and the fixed seats 501 are arranged in a one-to-one correspondence with the support piers 300. This means that the tooling beam 500, as the core load-bearing structure for transporting and preparing straddle-type monorail vehicles for operation, has several fixed seats 501 specifically configured at its bottom. These fixed seats 501 are spatially matched with multiple support piers 300 pre-installed on the ground. The fixed seats 501 can be metal connectors welded to the bottom surface of the tooling beam 500. The support piers 300 are concrete foundations or steel structure columns, with a platform at the top for receiving and limiting the fixed seats 501. This one-to-one correspondence provides a clear spatial positioning reference for the tooling beam 500, avoiding cumulative errors caused by random placement.

[0029] In the first step, the tooling beam 500, with the vehicle 400 fixed to it, is hoisted above multiple support piers 300. Then, the tooling beam 500 is slowly lowered until the vertical distance between the fixed seat 501 and the corresponding support pier 300 reaches a first preset distance. The first preset distance is set between 50mm and 200mm, and the specific value can be adjusted according to the site environment, wind speed conditions, and the accuracy of the hoisting equipment. This stage uses a low-speed, smooth lowering method, usually completed by a bridge crane or crawler crane in conjunction with an electronic distance measuring sensor. The purpose is to ensure that the tooling beam 500 enters the adjustable range but has not yet contacted the support pier 300, thus creating safe conditions for subsequent horizontal position adjustments. Final positioning is not performed in this stage to prevent hard impacts caused by initial offset.

[0030] In the step of adjusting the position of the tooling beam 500 to align the fixed seat 501 vertically with the corresponding support pier 300, lateral or rotational movement can be achieved by applying jacks, hydraulic push rods, or manual adjustment devices to the sidewalls of the tooling beam 500. For example, four spiral jacks can be arranged at the four corners of the tooling beam 500, and the operator can synchronously adjust the displacement of each point based on the data fed back by the laser alignment instrument to ensure that the central axis of each fixed seat 501 precisely coincides with the positioning mark on the top of the corresponding support pier 300. This step achieves precise docking preparation of the vertical load-bearing interface and is a key link to ensure the subsequent stable lowering of the beam.

[0031] In the step of controlling the tooling beam 500 to continue descending until the fixed seat 501 is supported on the corresponding support pier 300, after horizontal alignment is completed, the hook is slowly released, allowing the tooling beam 500 to fall as a whole, with the support pier 300 providing the main support force. At this time, a preliminary surface or point contact is formed between the fixed seat 501 and the support pier 300, bearing the entire static load of the vehicle 400 and the tooling beam 500. In some embodiments, an elastic pad (such as a rubber pad or polyurethane buffer layer) may be provided on the top of the support pier 300 to absorb impact energy and reduce structural stress concentration.

[0032] In the step of adjusting the position of the tooling beam 500 so that one end of the tooling beam 500 along its length is aligned with one end of the guide beam 200 along its length, a second fine-tuning is performed after the tooling beam 500 has been stably placed on the foundation of the support pier 300. This adjustment focuses on the longitudinal connection accuracy between the tooling beam 500 and the guide beam 200, ensuring that their ends are flush, without misalignment, and with uniform gaps, facilitating the smooth sliding transition of the subsequent vehicle 400. This can be achieved by installing guide rollers or sliding rails at the end of the tooling beam 500, in conjunction with a hand-operated hoist or electric traction device for slight advance or retraction. Measurement methods can include a total station, string line method, or high-precision ruler, ensuring that the alignment deviation is controlled within ±3mm.

[0033] In this embodiment, by setting up fixed seats 501 that correspond one-to-one with the support piers 300 and adopting a combination of step-by-step lowering and multiple adjustments, the technical problems of misalignment, impact or instability that easily occur during the hoisting of the tooling beam 500 are solved, thereby avoiding equipment damage and work interruption caused by inaccurate positioning and improving the overall efficiency and reliability of the online operation.

[0034] Optionally, after adjusting the position of the tooling beam 500 so that one end of the tooling beam 500 along the length direction is aligned with one end of the guide beam 200 along the length direction, the method further includes: The fixed seat 501 is connected to the corresponding support pier 300 so that the tooling beam 500 is stably supported on multiple support piers 300.

[0035] In this embodiment, the mechanical connection between the fixed seat 501 and the support pier 300 is immediately established after the tooling beam 500 and the guide beam 200 are aligned. This transforms the entire support system from an unstable support mode relying solely on gravity contact into a rigid connection structure with tensile and shear resistance. This change significantly improves the structural stability of the tooling beam 500 during subsequent operations. In particular, when the fixed constraints between the vehicle 400 and the tooling beam 500 are released, and when the winch 700 is activated to tow the vehicle 400, it effectively resists the horizontal thrust and vibration interference caused by the traction reaction force, preventing the tooling beam 500 from slipping or overturning. Simultaneously, this connection structure also enhances the overall system's wind load resistance and seismic performance, providing additional safety assurance for operations in complex environments.

[0036] Optionally, connecting the fixing seat 501 to the corresponding support pier 300 includes: Align the through hole on the fixed base 501 with the threaded hole on the corresponding support block 300; High-strength bolts are sequentially inserted into the through hole and the threaded hole to connect the fixed seat 501 and the corresponding support pier 300.

[0037] Specifically, first, confirm the accuracy of the relative position between the fixing seat 501 and the support pier 300, checking for any offset or tilt. Then, check if the through hole on the fixing seat 501 is aligned with the pre-embedded threaded hole on the top of the support pier 300; if necessary, the position can be corrected using a fine-tuning device. Next, pass the high-strength bolts sequentially through the through holes of the fixing seat 501 and screw them into the threaded holes of the support pier 300, gradually applying preload until the design torque value is reached, thus achieving a secure connection. The high-strength bolts can be grade 8.8 or 10.9 friction-type high-strength bolts, made of alloy steel and heat-treated, possessing excellent tensile strength and fatigue resistance. Furthermore, in some implementation scenarios, ordinary bolts with washers and nuts can be used, or the connection can be configured with a tapered locating pin structure to improve alignment and shear resistance.

[0038] In this embodiment, the use of a connection method with through holes and threaded holes and high-strength bolts solves the problems of insufficient strength, inconvenient disassembly and assembly, and easy loosening in traditional connection methods. It achieves the technical effects of reliable connection, efficient construction, and adaptability to the on-site working environment, providing a solid foundation for the safe operation of straddle-type monorail vehicles.

[0039] Optionally, controlling the movement of the turnout beam 600 of the track until the turnout beam 600 is aligned with the approach beam 200 includes: Control the turnout beam 600 to run at the first preset speed until the turnout beam 600 just contacts the guide beam 200; The turnout beam 600 is controlled to run at a second preset speed until the turnout beam 600 and the guide beam 200 are aligned at their opposite ends, wherein the second preset speed is less than the first preset speed.

[0040] Specifically, in the step of controlling the turnout beam 600 to run at a first preset speed until it just contacts the guide beam 200, the first preset speed refers to the relatively high speed used by the turnout beam 600 in the initial movement stage, usually set in the range of 100-300 mm / s. The specific value is determined according to the mass of the turnout beam 600, its driving capacity, and the site environmental conditions. This speed is suitable for the large displacement stage when the turnout beam 600 is moving away from the guide beam 200, with the aim of quickly reducing the spatial distance between the two and improving operational efficiency. In this stage, the control system drives the actuator to move according to the preset trajectory planning instructions, without the need for high-precision feedback adjustment. The point at which the turnout beam 600 just contacts the guide beam 200 is a key judgment node, indicating that there is no obvious gap between the front end of the turnout beam 600 and the end of the guide beam 200, but no significant compressive stress has yet been generated. This state can be detected in several ways: for example, by installing contact limit switches or non-contact proximity sensors at the joint of the turnout beam 600 and the approach beam 200, a signal is triggered when the distance between them is less than 5 mm; or by monitoring the load current change of the drive system in real time—when the resistance suddenly increases, it is determined that contact has occurred; or by combining a visual recognition system or laser scanning technology to obtain relative position information.

[0041] In the step of controlling the turnout beam 600 to run at a second preset speed until the ends of the turnout beam 600 and the approach beam 200 are aligned, the second preset speed is a low-speed operating mode activated after contact occurs. It is typically set between 10-50 mm / s, and can be selected at around 20 mm / s to meet fine-tuning requirements. This stage emphasizes high-precision closed-loop control. The control system receives spatial coordinate feedback from displacement sensors, angle sensors, or a total station, dynamically adjusting the driving torque to slowly advance the turnout beam 600, ultimately achieving full alignment of both end faces in the longitudinal, lateral, and angular directions. Operating at this speed helps avoid impact collisions caused by excessive inertia, protecting the integrity of the structural interfaces.

[0042] The switching logic between the first and second preset speeds is automatically completed by the central control unit. The central control unit receives contact signals or position data from sensors. Once it confirms that the turnout beam 600 has entered the critical contact zone, it immediately issues a speed reduction command, causing the drive system to correspondingly reduce its output power and enter a slow, fine-tuning mode. The entire process requires no manual intervention, improving operational consistency and safety.

[0043] In this optional embodiment, the dual-speed control mechanism, which first approaches rapidly at a first preset speed and then completes the final alignment at a slower second preset speed, solves the technical problems of inertial overshoot, poor docking accuracy, and potential structural damage that can easily occur when the turnout beam 600 moves at high speed. This effectively avoids the risk of collision during the docking process, improves the alignment accuracy between the guide beam 200 and the turnout beam 600, and ensures the stability and safety of the subsequent vehicle 400's operation.

[0044] Optionally, controlling the vehicle 400 to move along the guide beam 200 toward the turnout beam 600 until the vehicle 400 is fully on the turnout beam 600 includes: A winch 700 is installed on the turnout beam 600, and the end of the vehicle 400 facing the turnout beam 600 and the winch 700 are connected by a rope 800. Control the operation of the winch 700 and use the rope 800 to pull the vehicle 400 toward the turnout beam 600; After the vehicle 400 has fully moved onto the turnout beam 600, the control winch 700 stops working and the rope 800 is released from the vehicle 400.

[0045] Specifically, such as Figure 3As shown, a winch 700 is installed on the turnout beam 600, and the end of the vehicle 400 facing the turnout beam 600 is connected to it via a rope 800. The winch 700 refers to a power traction device with rope winding and unwinding functions temporarily positioned at an appropriate location on the turnout beam 600 to provide driving force for the translation of the vehicle 400. The winch 700 typically includes core components such as a motor-driven drum, a reduction mechanism, a braking system, and a control system, enabling constant-speed or variable-speed rope winding operations. This device can be an electric winch or a hydraulic winch, and its rated traction force should be determined comprehensively based on factors such as the total mass of the vehicle 400, frictional resistance, and gradient, generally not less than 5 tons. The installation method can be to fix it to the pre-set mounting base on the turnout beam 600 with anchor bolts, or to use a detachable bracket for quick positioning and assembly, facilitating subsequent disassembly. The placement of the winch 700 must ensure that its rope output direction is basically consistent with the direction of movement of the vehicle 400 to reduce the impact of lateral forces on the attitude of the vehicle 400. After the winch 700 is secured, a flexible load-bearing element is used to establish a physical connection between the traction end of the winch 700 and the connection point at the front of the vehicle 400. The rope 800 can be made of materials with sufficient tensile strength, such as steel wire rope, high-strength synthetic fiber cable (e.g., Dyneema rope), or chain. Steel wire rope is widely used in engineering practice due to its good wear resistance, high tensile strength, and strong environmental adaptability. One end of the rope 800 is wound and fixed to the drum of the winch 700, and the other end is connected to the traction lug at the front of the vehicle 400 body via a shackle, eyelet, or special hook. The traction lug is usually welded to the centerline at the front of the vehicle chassis to ensure that the line of action of the traction force coincides with the centerline of the vehicle 400, preventing off-center loading from causing the vehicle 400 to deviate.

[0046] Controlling the operation of the winch 700 and traction of the vehicle 400 towards the turnout beam 600 via the rope 800 involves activating the power system of the winch 700, causing its drum to rotate in a set direction, and gradually retracting the rope 800, thereby applying forward traction to the vehicle 400. This process can be controlled by a PLC or remote control system, enabling functions such as start / stop, speed adjustment, and emergency braking. Initially, a lower speed can be used for starting. Once the vehicle 400 begins to move, the traction speed is adjusted according to the actual operating conditions to maintain a uniform and stable forward movement. During traction, the position and attitude of the vehicle 400 can be monitored in real time via video surveillance or on-site observation, and traction can be paused for correction if necessary. The entire process eliminates the need for direct manual pushing and pulling, significantly reducing labor intensity and safety risks.

[0047] After vehicle 400 has fully moved onto turnout beam 600, the winch 700 is stopped, and the rope 800 is released from its attachment to vehicle 400. This means that once vehicle 400 is fully within the turnout beam 600 and in a stable supported state, the power to winch 700 is turned off, the rope winding action stops, and rope 800 is detached from the connection point on vehicle 400. This step signifies the successful completion of the traction task and clears the way for subsequent operation of the turnout beam 600 onto the main track 100. After removal, rope 800 can be coiled and stored, and winch 700 can be disassembled and transferred to the next work location according to procedure, demonstrating good repeatability and modular operation characteristics.

[0048] In this embodiment, a detachable winch 700 is installed on the turnout beam 600 and connected to the front end of the vehicle 400 via a rope 800, thus providing a reliable and controllable external traction source for the unpowered vehicle 400. Since the traction process is dominated by an electrical or hydraulic control system, remote operation and dynamic adjustment are achieved, improving operational safety and controllability. Because traction is stopped and the connection is released promptly after the vehicle 400 has fully entered the turnout beam 600, residual connecting parts are prevented from interfering with subsequent track switching and vehicle 400 operation. This solves the technical problem of the vehicle 400 lacking active driving force and being difficult to transfer smoothly after being released from its fixed position, achieving a safe, precise, and efficient vehicle 400 transfer effect.

[0049] Optionally, controlling the movement of vehicle 400 to the main track line 100 includes: Install the winch 700 removed from the turnout beam 600 onto the main track 100, and connect the rope 800 connected to the winch 700 to the end of the vehicle 400 away from the turnout beam 600. Control the operation of the hoisting equipment 700, and use the rope 800 to pull the vehicle 400 toward the main track 100; After the vehicle 400 has fully moved to the main track 100, the winch 700 is stopped, the rope 800 is released from the vehicle 400, and the winch 700 is removed from the main track 100.

[0050] In this optional embodiment, the same set of winch equipment 700 is used to complete the goal of transferring multiple track sections. Because the winch equipment 700, originally used on the turnout beam 600, is moved to the main track line 100, the equipment is reused, reducing the need for additional procurement and deployment of new equipment, thus effectively reducing material costs and construction organization difficulty. Because the rope 800 is connected to the end of the vehicle 400 away from the turnout beam 600, the traction point and direction are changed, making the traction force more consistent with the dynamic requirements of the vehicle 400's forward movement, thus improving the stability and controllability of the traction process. Because all connections are promptly released and the winch equipment 700 is removed after the vehicle 400 has fully entered the main track line 100, the cleanliness of the track area and operational safety are ensured, preventing debris from interfering with subsequent train operations.

[0051] Optionally, releasing the fixing between the tooling beam 500 and the vehicle 400 includes: Remove the first stop on the tooling beam 500 used to restrict the body of vehicle 400; Remove the second stop on the tooling beam 500 used to restrict the guide wheel of the vehicle 400; Remove the third stop on the tooling beam 500 that is used to limit the balance wheel of the vehicle 400; Remove the bogie straps on tooling beam 500 that are used to restrict vehicle 400.

[0052] Specifically, removing the first stop on the tooling beam 500 that restricts the vehicle body 400 refers to removing the rigid blocks or clip structures installed on the tooling beam 500. This first stop is located on both sides or ends of the vehicle body underframe to prevent longitudinal or lateral slippage of the vehicle 400 during transportation. The first stop can be made of Q345 steel, possessing sufficient strength to withstand transportation vibration loads. Its shape can be L-shaped, U-shaped, or an adjustable baffle structure with bolt adjustment, fixed to the tooling beam 500 by bolts or pins. During removal, the operator uses a wrench or pneumatic tool to loosen the fasteners and then removes it as a whole. The purpose of this step is to release the displacement constraint of the vehicle body relative to the tooling beam 500, allowing it to move freely in the horizontal plane.

[0053] Removing the second stop on the tooling beam 500, which is used to restrict the guide wheels of the vehicle 400, refers to removing the lateral limiting device installed for the guide wheels. Guide wheels are typically arranged in pairs on both sides of the bogie to provide lateral guidance by contacting the sidewall of the track beam. The second stop is generally an elastic pressure plate or a rigid clamping mechanism, installed on the tooling beam 500 at the position corresponding to the outer side of the guide wheel, to limit the radial runout and rotational freedom of the guide wheel. This second stop can be composed of a spring-loaded pressure arm or a manually tightened screw block structure, and the material can be 45# steel or engineering plastics (such as nylon) to reduce the risk of scratching the wheel surface. During disassembly, the preload is released first, and then the entire stop assembly is removed from the mounting base. This operation allows the guide wheel to rotate freely and has a certain lateral floating capability to adapt to the dynamic contact requirements with the side of the track beam during subsequent operation.

[0054] Removing the third stop on the tooling beam 500, which is used to restrict the balance wheel of vehicle 400, refers to removing the vertical limiting structure used to fix the balance wheel. The balance wheel is located below the bogie and, during normal operation, adheres to the bottom surface of the track beam, bearing part of the vertical load and maintaining the stability of vehicle 400. The third stop is typically a clamping structure or a top pressure plate, designed to prevent the balance wheel from bouncing or falling off during transport. This structure can be connected to the bottom support of the tooling beam 500 using high-strength bolts, and can be made of alloy steel with a rust-proof surface treatment. During disassembly, the locking nut must be loosened first, and then the pressure plate or clamp should be lifted or opened. After this step, the balance wheel can flexibly respond to changes in track height within the vertical range, ensuring smooth contact with the turnout beam 600 and the bottom surface of the mainline track during the on-line process.

[0055] Removing the bogie straps on the tooling beam 500 that restrict the bogie of vehicle 400 refers to releasing the flexible or rigid binding structure surrounding the bogie body. These straps are primarily used to prevent the bogie from twisting or shifting during hoisting, playing a crucial stabilizing role, especially when vehicle 400 has a high center of gravity. The straps can be metal chains with turnbuckle tensioning or high-strength fiber braided straps with ratchet tensioners; their width is generally not less than 100mm, and their breaking strength is not less than 20 tons. During removal, the tensioning device must be released first, then the connecting fasteners released, and finally the entire strap pulled out from between the bogie and the tooling beam 500. This operation restores the elastic function of the bogie suspension system, allowing it to naturally adjust its posture with the track alignment during installation, avoiding stress concentration or component damage caused by rigid connections.

[0056] In this embodiment, before the vehicle 400 enters the traction stage, all constraints on the tooling beam 500 are systematically and thoroughly removed. By removing the various types of fixing devices for the car body, guide wheels, balance wheels, and bogies one by one, the problems of high traction resistance and component damage caused by residual constraints in traditional online methods are solved. Therefore, the technical effect of restoring the design freedom of each moving part of the vehicle 400 and ensuring a smooth and stable online process is achieved.

[0057] Optionally, the method for putting the straddle-type monorail vehicle into service also includes: after the vehicle 400 moves to the main track 100, controlling the vehicle 400 to be energized with the power grid.

[0058] Specifically, once vehicle 400 has fully entered the main track 100 and its positioning is confirmed by the positioning detection device, the operator remotely or manually closes the isolating switch at the end of vehicle 400, causing the current collector shoe to descend and contact the contact rail; or automatically triggers the pantograph to raise and contact the upper conductor of the contact wire to collect current. The control system monitors voltage and current parameters in real time to determine the reliability of the connection, and sequentially starts each subsystem after the conditions are met. For example, first, the control power is turned on to wake up the train control unit; then, the auxiliary inverter is activated to supply power to loads such as air conditioning, ventilation, and lighting; finally, the traction system is prepared, and the vehicle enters the moving state.

[0059] Furthermore, this power-on step can be performed in stages under manual monitoring, or it can be integrated into a fully automated online control system as the last logical node in the online process, linking with other steps. For example, when the sensor detects that the hoisting equipment 700 has been removed, the rope 800 has been detached, the turnout beam 600 has been reset, and the vehicle 400 has stopped at the predetermined position, the system automatically sends a power-on signal without human intervention.

[0060] In this embodiment, once the vehicle 400 is connected to the power grid, it can obtain a continuous and stable power supply, thereby activating the traction system and control system and enabling it to drive itself. This solves the problems of the traditional online method where the vehicle 400 still needs to be connected to a power supply separately after it is online, resulting in fragmented processes and low efficiency. This improves the integration and efficiency of the entire online operation, shortens the time cycle from static installation to dynamic operation, and ensures the rapid response capability and controllability of the project progress after the vehicle 400 is online.

[0061] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A method for deploying a straddle-type monorail vehicle, characterized in that, Includes the following steps: An auxiliary track-up facility is constructed beside the main track line (100) of the track, the auxiliary track-up facility including a guide beam (200) and multiple support piers (300). The tooling beam (500) with the vehicle (400) fixed to it is hoisted onto the multiple support piers (300) and the tooling beam (500) is aligned with the guide beam (200); Control the movement of the turnout beam (600) of the track until the turnout beam (600) is aligned with the guide beam (200); First, release the fixing between the tooling beam (500) and the vehicle (400), then control the vehicle (400) to move along the guide beam (200) toward the turnout beam (600) until the vehicle (400) has completely moved onto the turnout beam (600); First, control the movement of the turnout beam (600) until the turnout beam (600) is aligned with the main track line (100), and then control the vehicle (400) to move to the main track line (100).

2. The method for deploying straddle-type monorail vehicles according to claim 1, characterized in that, The construction of auxiliary access facilities beside the main track line (100) includes: The approach beam (200) is constructed beside the main track line (100), such that the upper end face of the approach beam (200) is on the same horizontal plane as the upper end face of the main track line (100), and the distance between the approach beam (200) and the main track line (100) gradually increases along the direction from near the turnout beam (600) to away from the turnout beam (600); Along the length of the guide beam (200), a plurality of the support piers (300) are constructed at intervals on the side of the guide beam (200) away from the turnout beam (600).

3. The method for deploying straddle-type monorail vehicles according to claim 1, characterized in that, The bottom end of the tooling beam (500) is provided with multiple fixed seats (501), and the fixed seats (501) are provided in a one-to-one correspondence with the support piers (300); The step of hoisting the tooling beam (500) with the vehicle (400) fixed on it onto the plurality of support piers (300) and aligning the tooling beam (500) with the guide beam (200) includes: First, the tooling beam (500) with the vehicle (400) fixed on it is hoisted to the top of the multiple support piers (300), and then the tooling beam (500) is slowly lowered until the vertical distance between the fixed seat (501) and the corresponding support pier (300) reaches the first preset distance. Adjust the position of the tooling beam (500) so that the fixed seat (501) is vertically aligned with the corresponding support pier (300); Control the tooling beam (500) to continue descending until the fixed seat (501) is supported on the corresponding support pier (300); Adjust the position of the tooling beam (500) so that one end of the tooling beam (500) along the length direction is aligned with one end of the guide beam (200) along the length direction.

4. The method for deploying straddle-type monorail vehicles according to claim 3, characterized in that, After adjusting the position of the tooling beam (500) so that one end of the tooling beam (500) along the length direction is aligned with one end of the guide beam (200) along the length direction, the method further includes: The fixed seat (501) is connected to the corresponding support pier (300) so that the tooling beam (500) is stably supported on the multiple support piers (300).

5. The method for deploying straddle-type monorail vehicles according to claim 4, characterized in that, The connection of the fixed base (501) to the corresponding support pier (300) includes: Align the through hole on the fixed base (501) with the threaded hole on the corresponding support block (300); High-strength bolts are sequentially inserted into the through hole and the threaded hole to connect the fixed seat (501) and the corresponding support pier (300).

6. The method for deploying a straddle-type monorail vehicle according to claim 1, characterized in that, The control of the movement of the turnout beam (600) of the track until the turnout beam (600) is aligned with the guide beam (200) includes: Control the turnout beam (600) to run at a first preset speed until the turnout beam (600) just contacts the guide beam (200). The turnout beam (600) is controlled to run at a second preset speed until the ends of the turnout beam (600) and the guide beam (200) facing each other are aligned, wherein the second preset speed is less than the first preset speed.

7. The method for deploying straddle-type monorail vehicles according to claim 1, characterized in that, The control of the vehicle (400) to move along the guide beam (200) toward the turnout beam (600) until the vehicle (400) is fully moved onto the turnout beam (600) includes: A winch (700) is installed on the turnout beam (600), and the end of the vehicle (400) facing the turnout beam (600) and the winch (700) are connected by a rope (800). Control the operation of the hoisting equipment (700) and pull the vehicle (400) toward the turnout beam (600) via the rope (800); After the vehicle (400) has fully moved onto the turnout beam (600), the winch (700) is controlled to stop working, and the rope (800) is released from the vehicle (400).

8. The method for deploying a straddle-type monorail vehicle according to claim 7, characterized in that, The control of the vehicle (400) to move to the main track line (100) includes: Install the winch (700) removed from the turnout beam (600) onto the main track (100), and connect the rope (800) connected to the winch (700) to the end of the vehicle (400) away from the turnout beam (600). Control the operation of the hoisting equipment (700) and pull the vehicle (400) toward the main track (100) via the rope (800); After the vehicle (400) has moved completely to the main track (100), the hoisting device (700) is controlled to stop working, and the rope (800) is released from the vehicle (400), and the hoisting device (700) is removed from the main track (100).

9. The method for deploying a straddle-type monorail vehicle according to claim 1, characterized in that, The release of the fixture beam (500) from the vehicle (400) includes: Remove the first stop on the tooling beam (500) used to restrict the body of the vehicle (400); Remove the second stop on the tooling beam (500) used to restrict the guide wheels of the vehicle (400); Remove the third stop on the tooling beam (500) used to limit the balance wheel of the vehicle (400); Remove the straps on the tooling beam (500) used to restrict the bogie of the vehicle (400).

10. The method for deploying a straddle-type monorail vehicle according to claim 1, characterized in that, Also includes: After the vehicle (400) moves to the main track (100), the vehicle (400) is controlled to be powered on the power grid.

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