Rail beam and rail transit system

Abstract

The utility model relates to the technical field of vehicles, and provides a track beam and a track traffic system.The track beam comprises a track beam body and a flow guide part, and the flow guide part is arranged on the windward side of the track beam body and used for guiding air flow away from the track beam body. According to the embodiment of the invention, the wind resistance coefficient of the track beam can be reduced, so that the influence of wind power on the track beam is reduced, and the wind resistance and safety performance of the track beam are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a track beam and a rail transit system. Background Technology

[0002] Rail-mounted vehicles are vehicles that can travel on rail beams and can be used to transport goods and personnel. Rail-mounted vehicles are characterized by their compact structure, flexible operation, strong adaptability, and high operational efficiency. Rail beams are typically laid in open environments and often need to traverse various complex road conditions, such as mountains and bridges. Therefore, rail beams must not only meet structural strength requirements but also possess a certain degree of resistance to external environmental impacts.

[0003] The track beams in related technologies are usually characterized by sufficient structural strength but insufficient resistance to external environmental impacts. For example, these track beams are insufficient in wind resistance. When the track beams pass through sections such as bridges that are frequently subjected to crosswinds, the track beams may pose safety hazards due to insufficient wind resistance. Utility Model Content

[0004] This application provides a track beam and a rail transit system that can reduce the drag coefficient of the track beam, thereby reducing the impact of wind on the track beam and improving the wind resistance and safety performance of the track beam.

[0005] The first aspect of this application provides a track beam, comprising:

[0006] Track beam body;

[0007] And a flow guide, which is disposed on the windward side of the track beam body to guide the airflow away from the track beam body.

[0008] According to the track beam described in the first aspect of this application, a guide is provided on the windward side of the track beam body. When the wind acts on the track beam, the guide can guide the wind away from the track beam body, thereby reducing the wind resistance coefficient of the track beam itself and improving the wind resistance and safety performance of the track beam.

[0009] In one possible implementation, the airflow guide includes a windward surface facing the airflow, at least a portion of which protrudes outward from the outer side of the track beam body to form an arc surface.

[0010] In one possible implementation, the guide member is disposed on at least one side of the track beam body along the extension direction of the track beam body, the side of the guide member opposite to the track beam body being the outer side of the track beam, and at least a portion of the surface of the guide member opposite to the track beam body protruding outward to form the arc surface.

[0011] In one possible implementation, the guide member has a plurality of said arc surfaces formed on it.

[0012] In one possible implementation, a plurality of said arc surfaces are spaced apart, and the guide forms a plane between two adjacent said arc surfaces.

[0013] In one possible implementation, the protrusion heights of the multiple arc surfaces are not equal.

[0014] In one possible implementation, the surface of the guide member forms the arcuate surface.

[0015] In one possible implementation, the cross-section of the guide is an arc surface.

[0016] In one possible implementation, the track beam further includes:

[0017] A support structure is provided to connect the flow guide and the track beam body, and the support structure is used to support the flow guide.

[0018] In one possible implementation, the support structure forms a first support end at one end toward the guide member, and the guide member is connected to the first support end.

[0019] In one possible implementation, there are multiple first support ends, which are arranged at equal intervals along the extension direction of the track beam body.

[0020] In one possible implementation, the support structure has a second support end at one end toward the track beam body, and the track beam body is connected to the second support end.

[0021] In one possible implementation, there are multiple second support ends, which are arranged at equal intervals along the extension direction of the track beam body.

[0022] In one possible implementation, the support structure includes:

[0023] The first support member has one end connected to the flow guide member;

[0024] And a second support member, the other end of the first support member being connected to the second support member, and the second support member being connected to the track beam body.

[0025] In one possible implementation, the first support member is constructed as a flat, plate-like structure.

[0026] In one possible implementation, the second support is constructed as a flat, plate-like structure.

[0027] In one possible implementation, the first support member is connected to the second support member by fasteners.

[0028] In one possible implementation, there are multiple first support members, which are arranged at equal intervals along the extension direction of the track beam body; and there are multiple second support members, which are arranged at equal intervals along the extension direction of the track beam body.

[0029] In one possible implementation, the track beam body includes:

[0030] The bottom beam is located at the bottom of the flow guide;

[0031] The top beam is located at the top of the guide member and is arranged parallel to the bottom beam;

[0032] And a vertical beam, which is connected between the bottom beam and the top beam, and the guide member is connected to the vertical beam.

[0033] In one possible implementation, the track beam is an integral structure.

[0034] In one possible implementation, the track beam is a solid structure integrally formed from concrete.

[0035] In one possible implementation, the guide extends vertically out of the track beam body.

[0036] A second aspect of this application provides a rail transit system, comprising:

[0037] Track beam;

[0038] And a rail vehicle capable of moving along the rail beam.

[0039] In one possible implementation, the track beam includes a top surface, an outer surface, and an inner surface, the inner surface being connected to the inner side of the top surface, the outer surface being connected to the outer side of the top surface, the track vehicle including a running wheel and a guide wheel, the running wheel being movable along the top surface, the guide wheel being movable along the inner surface, and the outer surface forming the arc surface.

[0040] In one possible implementation, the bottom of the rail vehicle is provided with an anti-tipping bar, and the inner side of the track beam is provided with a limiting plate, which is located above the anti-tipping bar and is used to confine the anti-tipping bar within the track beam. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A schematic diagram of a track beam according to a first-type embodiment of this application is shown;

[0043] Figure 2 A front view of a track beam provided according to a first-type embodiment of this application is shown;

[0044] Figure 3 It shows Figure 2 A cross-sectional view along the AA direction;

[0045] Figure 4 It shows Figure 2 A cross-sectional view along the BB direction;

[0046] Figure 5 A schematic diagram of a rail transit system according to a first-class embodiment of this application is shown;

[0047] Figure 6 A schematic diagram of the velocity field of a conventional track beam is shown;

[0048] Figure 7 A schematic diagram of the velocity field of a track beam according to a first-type embodiment of this application is shown;

[0049] Figure 8 A schematic diagram of the wind pressure field of a conventional track beam is shown;

[0050] Figure 9 A schematic diagram of the wind pressure field of a track beam provided according to a first-type embodiment of this application is shown;

[0051] Figure 10 A schematic diagram of a track beam according to a second type embodiment of this application is shown;

[0052] Figure 11 A front view of a track beam provided according to a second type embodiment of this application is shown;

[0053] Figure 12 A side view of a track beam provided according to a second type embodiment of this application is shown;

[0054] Figure 13 A schematic diagram of a rail transit system according to a second type embodiment of this application is shown;

[0055] Figure 14 A schematic diagram of the velocity field of a conventional track beam is shown;

[0056] Figure 15 A schematic diagram of the velocity field of a track beam according to a second type embodiment of this application is shown;

[0057] Figure 16 A schematic diagram of a track beam according to a third embodiment of this application is shown;

[0058] Figure 17 A front view of a track beam provided according to a third type embodiment of this application is shown;

[0059] Figure 18 It shows Figure 15 A cross-sectional view along the CC direction;

[0060] Figure 19 It shows Figure 15 A cross-sectional view along the DD direction;

[0061] Figure 20 A schematic diagram of a rail transit system according to a third embodiment of this application is shown;

[0062] Figure 21 A schematic diagram of the wind pressure field of a conventional track beam is shown;

[0063] Figure 22 A schematic diagram of the wind pressure field of a track beam provided according to a third type embodiment of this application is shown.

[0064] Figure label:

[0065] 110 - Bottom beam; 120 - Top beam; 130 - Vertical beam; 101 - Installation area;

[0066] 210 - First inclined beam; 220 - Second inclined beam;

[0067] 300 - Support structure; 301 - First support end; 302 - Second support end; 310 - First support component; 320 - Second support component; 330 - Fastener;

[0068] 400 - Bottom wall; 401 - Notch;

[0069] 500 - Side wall; 501 - Top surface of side wall; 502 - Outer surface of side wall; 503 - Inner surface of side wall;

[0070] 10-Rail beam; 11-Curved surface; 12-Top surface; 13-Outer surface; 14-Inner surface; 15-Limiting plate; 16-Pit; 17-Sloping surface; 10a-Rail beam body; 10b-Guide component; 10c-Diverter component;

[0071] 20-Rail-type vehicle; 21-Running wheel; 22-Guide wheel; 23-Anti-tipping bar. Detailed Implementation

[0072] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0073] Rail-mounted vehicles are vehicles that travel on rail beams. They mainly include high-speed trains, subways, light rail, APM (Automated People Mover), trams, and monorails (straddle-type and suspended). Primarily used for passenger transport, they can also be used for railway line construction, maintenance, and inspection. Rail-mounted vehicles are characterized by their compact structure, flexible operation, strong adaptability, and high operational efficiency. With continuous technological innovation, rail-mounted vehicles have achieved significant breakthroughs in intelligent and automated applications, thereby expanding their uses and application scenarios and bringing great convenience to work, production, and people's lives.

[0074] Track beams are typically laid in open-air environments and often traverse complex terrains such as mountains and bridges. Therefore, track beams must not only meet structural strength requirements but also possess a certain degree of resistance to external environmental impacts. Track beams primarily support and guide rail-mounted vehicles; thus, their structural strength requirements are high. This can be improved through enhanced infrastructure construction, proper structural configuration of the track beams, and appropriate material selection. Resistance to external environmental impacts primarily involves preventing disruptions to the track beams' stability due to external environmental disturbances. For example, wind is a significant factor; excessive wind can compromise track beam stability. Similarly, rainwater accumulation can cause rust and aging, also affecting stability. To reduce or avoid the impact of rainwater on track beams, their design can be optimized through appropriate material and / or process design, which will not be elaborated upon in this application.

[0075] The track beams in related technologies are usually characterized by sufficient structural strength but insufficient resistance to external environmental impacts. For example, these track beams are insufficient in wind resistance. When the track beams pass through sections such as bridges that are frequently subjected to crosswinds, the track beams may pose safety hazards due to insufficient wind resistance.

[0076] Based on the above situation and problems, this application provides a track beam. The track beam has a reduced drag coefficient through reasonable structural design, which can reduce the impact of wind on the track beam, thereby improving the wind resistance and safety performance of the track beam.

[0077] To achieve the above objectives, the track beam in this embodiment is equipped with an air guiding structure, which forms the windward surface of the track beam. When the airflow acts on the track beam, the windward surface can deflect the airflow, thereby reducing the effect of the airflow on the track beam.

[0078] At least a portion of the surface of the air guide structure is configured to form an angle with the vertical plane. This surface can be a sloped surface, an arc surface, or a wavy surface, etc. For example, in some embodiments, it can be understood that a portion of the surface of the air guide structure is coplanar with the vertical plane, while another portion forms an angle with the vertical plane. This portion of the surface can reduce the impact of airflow on the track beam.

[0079] To clearly describe the specific structure of the air guiding structure, this application will mainly describe the track beam in detail from three aspects. In the following description, at least one component of the track beam forms the aforementioned air guiding structure. For ease of understanding, the first aspect concerning the track beam can be a first type of embodiment, the second aspect concerning the track beam can be a second type of embodiment, and the third aspect concerning the track beam can be a third type of embodiment.

[0080] Figure 1 A schematic diagram of a track beam according to a first-type embodiment of this application is shown;

[0081] Figure 2 A front view of a track beam provided according to a first-type embodiment of this application is shown; Figure 3 It shows Figure 2 A cross-sectional view along the AA direction; Figure 4 It shows Figure 2 A cross-sectional view along the BB direction;

[0082] Figure 5 A schematic diagram of the structure of a rail transit system provided according to a first-class embodiment of this application is shown.

[0083] In the first type of embodiment, please refer to Figures 1 to 5The track beam 10 includes a track beam body 10a and a guide member 10b. The guide member 10b is disposed on the windward side of the track beam body 10a and is used to guide the airflow away from the track beam body.

[0084] The windward side of the track beam body 10a usually refers to both sides along its extension direction. The track beam body 10a can adopt an I-beam structure. Based on this shape, the airflow is prone to form a concentration effect on both sides of the track beam body 10a, thereby impacting the track beam body 10a.

[0085] In this first embodiment, by providing a guide 10b on the windward side of the track beam body 10a, when the wind acts on the track beam 10, the guide 10b can guide the wind away from the track beam body 10a, thereby reducing the wind resistance coefficient of the track beam 10 itself, and thus improving the wind resistance and safety performance of the track beam 10.

[0086] In some embodiments, the guide member 10b includes a windward surface facing the airflow, with at least a portion of the windward surface protruding outward from the track beam body 10a to form an arc surface 11. In conjunction with the foregoing, the guide member 10b can be one of the above-described airflow guiding structures.

[0087] Understandably, the track beam 10 is typically laid on the ground along the direction of travel of the rail vehicle 20. To meet the requirements for the rail vehicle 20 to travel on the track beam 10, the top surface 12 of the track beam 10 can serve as the travel surface, and this top surface 12 is typically designed as a plane. It should be noted that the "outer side" in the above description refers to both sides of the laying direction of the track beam 10, that is, the side of the track beam 10 that is more susceptible to wind effects.

[0088] In the above embodiment, based on the arc surface 11 design of the track beam 10, when the airflow acts on the track beam 10, the arc surface 11 can smoothly guide the airflow around the track beam 10, preventing the airflow from stopping or flowing back at the windward side of the track beam 10. This prevents the airflow from forming a wind pit due to being confined to the surface of the track beam 10, thus reducing the high-pressure distribution area on the surface of the track beam 10. On the other hand, the arc surface 11 can shift the airflow separation point backward, suppressing airflow separation and changing the wind pressure distribution near the track beam 10. The negative pressure area of ​​the airflow is reduced, and the air pressure value flowing into the interior of the track beam 10 is also reduced, resulting in a smaller wind pressure difference of the track beam 10 in the laying direction. This reduces the wind pressure resistance of the track beam 10, thereby reducing the drag coefficient of the track beam 10 itself. This reduces the impact of wind on the track beam 10, thereby improving the wind resistance and safety performance of the track beam 10.

[0089] According to fluid mechanics, the drag coefficient of a structure can be expressed by the following formula:

[0090]

[0091] In the formula, F is the wind resistance per unit length of the structure, in N; ρ is the air density, in kg / m³. 3 H is the projected height of the structure, in meters (m); v is the wind speed, in meters per second (m / s). In the formula, is the wind resistance per unit length of the structure, in N (N), is the air density, is the projected height of the structure, in meters (m), and is the wind speed, in meters per second (m / s).

[0092] Among the parameters mentioned above, air density, the projected height of the structure, and wind speed are subject to change due to variations in the external environment, making precise judgment impossible. Given that air density, projected height, and wind speed cannot be altered, the structure's drag coefficient depends on the wind resistance per unit length, a value determined by factors such as wind pressure distribution near the structure and the structure's shape. In the aforementioned embodiment, the wind pressure distribution on the track beam 10 can be altered by the curved surface 11.

[0093] Figure 6 A schematic diagram of the velocity field of a conventional track beam is shown; Figure 7 A schematic diagram of the velocity field of a track beam provided according to a first-type embodiment of this application is shown.

[0094] Reference Figure 6 and Figure 7 As can be seen, the high-voltage distribution area in the first type of embodiment of this application is significantly smaller.

[0095] Figure 8 A schematic diagram of the wind pressure field of a conventional track beam is shown; Figure 9 A schematic diagram of the wind pressure field of a track beam provided according to a first-type embodiment of this application is shown.

[0096] Reference Figure 8 and Figure 9 It can be seen that the negative pressure area in the first type of embodiment of this application is significantly smaller.

[0097] Experiments have shown that the drag coefficient of the track beam 10 in the first embodiment of this application can be reduced by about 30% compared with the drag coefficient of the existing track beam 10, thereby reducing the wind load, shear force and bending moment on the track beam 10 and improving the wind resistance safety of the track beam 10.

[0098] In some embodiments, please refer to Figures 1 to 4 The guide member 10b is disposed on at least one side of the track beam body 10a along the extension direction of the track beam body 10a. The side of the guide member 10b away from the track beam body 10a is the outer side of the track beam 10. At least a portion of the surface of the guide member 10b away from the track beam body 10a protrudes outward to form an arc surface 11.

[0099] In conjunction with the foregoing, the track beam body 10a can adopt an I-beam structure. For example, in some embodiments, the track beam body 10a may include a bottom beam 110, a top beam 120, and a vertical beam 130. The bottom beam 110 is located at the bottom of the guide member 10b, the top beam 120 is located at the top of the guide member, the top beam 120 is parallel to the bottom beam 110, the vertical beam 130 is connected between the bottom beam 110 and the top beam 120, and the guide member 10b is connected to the vertical beam 130.

[0100] In the specific design, the bottom beam 110, the top beam 120 and the vertical beam 130 can all adopt a plate structure. The bottom beam 110 and the top beam 120 can be set in parallel and both are located in the horizontal plane, while the vertical beam 130 can be located in the vertical plane.

[0101] The ends of the bottom beam 110 and the top beam 120 can extend out of the vertical beam 130, so that the top beam 120, the bottom beam 110 and the vertical beam 130 can form an installation area 101 on the outside of the vertical beam 130, and the support structure 300 in the following embodiments can be installed in the installation area 101.

[0102] In other embodiments, the track beam body 10a may also adopt other structures. This application does not impose any special restrictions on the specific structure of the track beam body 10a.

[0103] For the aforementioned track beam 10, the track beam body 10a can ensure the structural strength requirements of the track beam 10, while the guide component 10b can reduce the drag coefficient of the track beam 10. The combination of the track beam body 10a and the guide component 10b enables the track beam 10 to reduce its drag coefficient while ensuring structural strength.

[0104] In some embodiments, a plurality of arc surfaces 11 are formed on the guide member 10b. It is understood that a plurality of bulges can be formed on the surface of the guide member 10b, and each bulge can form an arc surface 11. The design of multiple arc surfaces 11 can fully disperse the airflow and further reduce the drag coefficient of the track beam 10.

[0105] In some embodiments, to facilitate the flow of air between the various arc surfaces 11, multiple arc surfaces 11 are spaced apart, and the guide member 10b forms a plane between two adjacent arc surfaces 11. This can simplify the structure of the guide member 10b and prevent the airflow from being squeezed between the arc surfaces 11, thus making it difficult for the airflow to pass smoothly through the guide member 10b.

[0106] In some embodiments, the multiple arc surfaces 11 have different protrusion heights. The different protrusion heights refer to the different protrusion lengths of the arc surfaces 11. For the arc surface 11 with a longer protrusion length, the arc surface 11 is in a higher state, and for the arc surface 11 with a shorter protrusion length, the arc surface 11 is in a lower state. Overall, the different protrusion lengths can make each arc surface 11 have an undulating state.

[0107] It is understandable that when there are multiple curved surfaces 11, designing the multiple curved surfaces 11 with different convex heights can alleviate the impact of unstable airflow on the track beam 10. When the unstable airflow acts on the guide 10b, different curved surfaces 11 will deal with airflow of different speeds, so that the unstable airflow tends to be stable under the action of the guide 10b, which can reduce the drag coefficient of the track beam 10 to a certain extent.

[0108] In some embodiments, please refer to Figure 1 and Figure 2 The surface of the guide 10b forms an arc surface 11, where the arc surface 11 refers to an integral arc surface 11.

[0109] Setting the entire surface of the flow guide 10b as an arc surface 11 simplifies the shape of the flow guide 10b and reduces the molding difficulty of the flow guide 10b. For example, the flow guide 10b can be manufactured by integral molding, and the cross-section of the flow guide 10b can be arc-shaped.

[0110] In some embodiments, the guide element 10b may be made of lightweight hard aluminum material, which can reduce the overall weight of the track beam 10.

[0111] In some embodiments, please refer to Figures 1 to 4 The track beam 10 also includes a support structure 300, which connects the guide member 10b to the track beam body 10a and supports the guide member 10b.

[0112] The support structure 300 can support the guide member 10b and prevent the guide member 10b from deforming, thereby maintaining the performance of the guide member 10b in reducing the drag coefficient of the track beam 10.

[0113] In some embodiments, please refer to Figures 1 to 4 The support structure 300 forms a first support end 301 at the end near the guide member 10b, and the guide member 10b is connected to the first support end 301.

[0114] The first support end 301 can support the formation of the guide member 10b, thereby improving the structural stability of the guide member 10b.

[0115] In some specific embodiments, a plurality of first support ends 301 are provided, and the plurality of first support ends 301 are arranged at equal intervals along the extension direction of the track beam body 10a. The extension direction of the track beam body 10a is the laying direction mentioned above. The equal interval arrangement can form a uniform support force on the guide member 10b, further improving the structural stability of the guide member 10b.

[0116] In some embodiments, please refer to Figures 1 to 4 The support structure 300 has multiple second support ends 302 at one end toward the track beam body 10a, and the track beam body 10a is connected to the second support ends 302.

[0117] The second support end 302 can enhance the connection strength between the support structure 300 and the track beam body 10a, thereby improving the structural strength of the track beam 10.

[0118] In some specific embodiments, a plurality of second support ends 302 are provided, and the plurality of second support ends 302 are arranged at equal intervals along the extension direction of the track beam body 10a. This arrangement can make the connection force between the support structure 300 and the track beam body 10a evenly distributed, and can further improve the structural strength of the track beam 10.

[0119] In some embodiments, please refer to Figures 1 to 4 The support structure 300 includes a first support member 310 and a second support member 320. One end of the first support member 310 is connected to the guide member 10b, and the other end of the first support member 310 is connected to the second support member 320. The second support member 320 is connected to the track beam body 10a.

[0120] As described above, the guide member 10b can be manufactured using a one-piece molding method. To enhance the connection strength between the first support member 310 and the guide member 10b, the first support member 310 can be welded to the guide member 10b. To enhance the connection strength between the second support member 320 and the track beam body 10a, the second support member 320 can also be welded to the track beam body 10a. The connection method between the first support member 310 and the second support member 320 is not limited; it can be a mechanical connection or a welding method.

[0121] Of course, in addition to this, the connection between the first support member 310 and the guide member 10b, and the connection between the second support member 320 and the track beam body 10a, can also be made by mechanical connection.

[0122] As an example, the first support member 310 can be connected to the second support member 320 by fasteners 330 such as bolts. Specifically, see [reference needed]. Figure 2The first support member 310 and the second support member 320 each form a number of mounting holes. The connection between the first support member 310 and the second support member 320 can be achieved by fastening fasteners such as bolts into the mounting holes.

[0123] In some specific embodiments, the first support member 310 is constructed as a flat plate-like structure, which can reduce the size and weight of the first support member 310 while improving strength.

[0124] In some specific embodiments, the second support 320 is constructed as a flat plate-like structure. As mentioned above, the second support 320 can be installed in the mounting area 101, which can reduce the size and weight of the first support 310 while improving strength.

[0125] As described above, the end of the first support member 310 connected to the flow guide member 10b forms a first support end 301, and the end of the second support member 320 connected to the flow guide member 10b forms a second support end 302.

[0126] In some specific embodiments, there are multiple first support members 310 arranged at equal intervals along the extension direction of the track beam body 10a, and there are multiple second support members 320 arranged at equal intervals along the extension direction of the track beam body 10a.

[0127] In the embodiments described above, the track beam 10 has a simple structural design, which allows for control over its manufacturing cost and weight. The track beam 10 is assembled by connecting various structural components together. In other embodiments, the track beam 10 can also be integrally formed. For example, in some embodiments, please refer to... Figure 5 The track beam 10 is an integrated structure.

[0128] The integrated structure has an external structure similar to the aforementioned track beam 10. For example, the track beam 10 of the integrated structure is the same as the aforementioned track beam 10 in terms of external contour, and the track beam 10 of the integrated structure also has an arc surface 11.

[0129] The use of a one-piece molding design for the track beam 10 simplifies the manufacturing process and also improves its load-bearing capacity.

[0130] In some specific embodiments, the track beam 10 is integrally formed from concrete and is a solid structure.

[0131] In some embodiments, please refer to Figure 2The guide element 10b extends vertically out of the track beam body 10a. The guide element 10b can wrap around the track beam body 10a. When the airflow acts on the guide element 10b, the airflow can leave the track beam 10 under the guidance of the guide element 10b. The airflow will not enter the interior of the track beam 10, thereby improving the drag coefficient of the track beam 10.

[0132] In the first type of embodiment described above, the track beam 10 itself can form an air guiding structure. For example, when the track beam 10 adopts an integrated structure, the side of the track beam 10 can form an air guiding structure. In addition, when the track beam 10 includes a track beam body 10a and a guide member 10b, the guide member 10b can form the aforementioned air guiding structure. The arc surface 11 formed on the track beam 10 or the arc surface 11 formed on the guide member 10b can serve as a windward surface. When the airflow passes through this windward surface, the impact of the airflow on the track beam 10 is reduced.

[0133] Based on the aforementioned track beam 10, the first type of embodiment of this application also provides a rail transit system, which includes the aforementioned track beam 10 and a rail vehicle 20, the rail vehicle 20 being able to move along the track beam 10.

[0134] In some embodiments, please refer to Figure 5 The track beam 10 includes a top surface 12, an outer surface 13, and an inner surface 14. The inner surface 14 is connected to the inner side of the top surface 12, and the outer surface 13 is connected to the outer side of the top surface 12. The track vehicle 20 includes a running wheel 21 and a guide wheel 22. The running wheel 21 can move along the top surface 12, and the guide wheel 22 can move along the inner surface 14. The outer surface 13 forms an arc surface 11.

[0135] In some embodiments, please refer to Figure 5 The bottom of the rail vehicle 20 is provided with an anti-overturning bar 23, and the inner side 14 of the track beam 10 is provided with a limit plate 15. The limit plate 15 is located above the anti-overturning bar and is used to restrict the anti-overturning bar 23 in the track beam 10. The combination of the limit plate 15 and the anti-overturning bar 23 can prevent the rail vehicle 20 from overturning during operation and can improve the safety performance of the rail vehicle 20.

[0136] Figure 10 A schematic diagram of a track beam according to a second type embodiment of this application is shown; Figure 11 A front view of a track beam provided according to a second type embodiment of this application is shown; Figure 12 A side view of a track beam provided according to a second type embodiment of this application is shown; Figure 13 A schematic diagram of a rail transit system provided according to a second type of embodiment of this application is shown.

[0137] In the second type of embodiment, please refer to Figures 10 to 12 The track beam 10 includes a windward surface facing the airflow, at least a portion of which protrudes outward from the track beam 10 to form an arc surface 11.

[0138] The terms "windward side" and "outer side" have been defined in the preceding text and will not be repeated here.

[0139] In the above embodiment, based on the arc surface 11 design of the track beam 10, when the airflow acts on the track beam 10, the arc surface 11 can smoothly guide the airflow around the track beam 10, preventing the airflow from stopping or flowing back at the windward side of the track beam 10. This prevents the airflow from forming a wind pit due to being confined to the surface of the track beam 10, thus reducing the high-pressure distribution area on the surface of the track beam 10. On the other hand, the arc surface 11 can shift the airflow separation point backward, suppressing airflow separation and changing the wind pressure distribution near the track beam 10. The negative pressure area of ​​the airflow is reduced, and the air pressure value flowing into the interior of the track beam 10 is also reduced, resulting in a smaller wind pressure difference of the track beam 10 in the laying direction. This reduces the wind pressure resistance of the track beam 10, thereby reducing the drag coefficient of the track beam 10 itself. This reduces the impact of wind on the track beam 10, thereby improving the wind resistance and safety performance of the track beam 10.

[0140] In some embodiments, please refer to Figure 10 Multiple pits 16 are provided on the curved surface.

[0141] The recesses 16 are arranged in a front-to-back relationship on the arc surface 11. When the airflow passes through the recess 16 located at the front, local separation occurs at the leading edge of the recess 16. The separated shear layer is unstable and generates velocity fluctuations in the direction perpendicular to the flow direction. It is this velocity fluctuation that increases the kinetic energy of the fluid near the inner wall of the recess 16, causing the airflow to undergo local reattachment at the trailing edge of the recess 16, forming a complete separation bubble within the recess 16. The reattached airflow continues to flow downstream along the wall of the recess 16 and repeats the above process in several subsequent recesses 16 until it reaches a position where the kinetic energy of the fluid within the recess 16 is no longer sufficient to overcome the pressure gradient, and the boundary layer completely separates. The local separation and reattachment of the boundary layer caused by the presence of the recesses 16 delays the overall separation of the boundary layer on the arc surface. The wind pressure drag is reduced due to the suppression of separation, thereby further reducing the drag coefficient of the track beam 10.

[0142] According to fluid mechanics, the drag coefficient of a structure can be expressed by the following formula:

[0143]

[0144] In the formula, F is the wind resistance per unit length of the structure, in N; ρ is the air density, in kg / m³. 3 H is the projected height of the structure in meters (m); v is the wind speed in meters per second (m / s).

[0145] Among the parameters mentioned above, air density, the projected height of the structure, and wind speed are subject to change due to variations in the external environment, making precise judgment impossible. Given that air density, projected height, and wind speed cannot be altered, the structure's drag coefficient depends on the wind resistance per unit length, a value determined by factors such as wind pressure distribution near the structure and the structure's shape. In the aforementioned embodiment, the wind pressure distribution on the track beam 10 can be altered by the curved surface 11.

[0146] Figure 14 A schematic diagram of the velocity field of a conventional track beam is shown; Figure 15 A schematic diagram of the velocity field of a track beam provided according to a first-type embodiment of this application is shown.

[0147] Reference Figure 14 and Figure 15 It can be seen that the negative pressure area in the second type of embodiment of this application is significantly smaller.

[0148] Experiments have shown that the drag coefficient of the track beam 10 in the second embodiment of this application can be reduced by about 60% compared with the drag coefficient of the existing track beam 10, thereby reducing the wind load, shear force and bending moment on the track beam 10 and improving the wind resistance safety of the track beam 10.

[0149] In some embodiments, please refer to Figures 10 to 12 The track beam 10 includes a bottom wall 400 and a side wall 500. The side wall 500 is connected to both sides of the bottom wall 400 in the width direction. At least a portion of the surface of the side wall 500 facing away from the bottom wall 400 forms an arc surface 11. A plurality of pits 16 are provided on the surface of the side wall 500 facing away from the bottom wall.

[0150] The bottom wall 400 serves as the supporting part of the track beam 10. The bottom wall 400 can be designed to be thicker. After the side wall 500 is connected to the bottom wall 400, it can improve the overall load-bearing capacity and structural stability of the track beam 10.

[0151] In some embodiments, please refer to Figures 10 to 12 The sidewall 500 includes a top surface 501, an outer surface 502, and an inner surface 503. The inner surface 503 is connected to the inner side of the top surface 501, and the outer surface 502 is connected to the outer side of the top surface 501. The top surface 501 is connected between the outer surface 502 and the inner surface 503. The outer surface 502 forms an arc surface 11.

[0152] The top surface 501 of the side wall can be located in a horizontal plane to support the movement of the rail vehicle 20, and the inner surface 503 of the side wall can be located in a vertical plane to guide the rail vehicle 20.

[0153] The top surface 501 and the inner surface 503 of the side wall both adopt a planar shape, which can improve the structural strength of the inner side of the side wall 500 and provide a basis for the outer surface 502 of the side wall to form an arc surface 11.

[0154] In some embodiments, please refer to Figure 13 A limiting plate 15 is provided on the inner side 503 of the side wall. The limiting plate 15 is located above the anti-overturning bar. The limiting plate 15 can prevent the rail vehicle 20 from overturning. For details, please refer to the following embodiments.

[0155] In some embodiments, please refer to Figures 10 to 12 The bottom wall 400 has a semi-circular cross-section, which can improve the structural stability of the track beam 10.

[0156] In some specific embodiments, the outer surface of the bottom wall 400 and the outer surface of the side wall 502 form a spherical surface. In other words, the surface of the bottom wall 400 and the surface of the side wall 500 can transition smoothly, which is beneficial to improving the structural strength of the track beam 10.

[0157] In some embodiments, to facilitate the assembly of the track beam 10, notches 401 are formed at both ends of the bottom wall 400 along the length direction (i.e. the laying direction of the track beam 10), and support holes can be opened at the positions corresponding to the notches 401 to facilitate the installation of supports.

[0158] Similar to the first type of embodiment described above, the track beam 10 can be designed as an integrated structure; please refer to [reference needed]. Figure 13 The integrated structure has an external structure similar to the aforementioned track beam 10. For example, the track beam 10 of the integrated structure is the same as the aforementioned track beam 10 in terms of external contour. The track beam 10 of the integrated structure also has an arc surface 11 and a recess 16.

[0159] The use of a one-piece molding design for the track beam 10 simplifies the manufacturing process and also improves its load-bearing capacity.

[0160] In some specific embodiments, the track beam 10 is integrally formed from concrete and is a solid structure.

[0161] In the second type of embodiment described above, the track beam 10 itself can form an air guiding structure. For example, the sidewall 500 of the track beam 10 forms an air guiding structure. The arc surface 11 formed on the sidewall 500 can serve as a windward surface, and when the airflow passes through this windward surface, the impact of the airflow on the track beam 10 is reduced.

[0162] Based on the aforementioned track beam 10, the second type of embodiment of this application also provides a rail transit system, which includes the aforementioned track beam 10 and a rail vehicle 20, the rail vehicle 20 being able to move along the track beam 10.

[0163] In some embodiments, please refer to Figure 13 The track beam 10 includes a bottom wall 400 and a side wall 500. The side wall 500 includes a top surface 501, an outer surface 502, and an inner surface 503. The track vehicle 20 includes a running wheel 21 and a guide wheel 22. The running wheel 21 can move along the top surface 501 of the side wall, and the guide wheel 22 can move along the inner surface 503 of the side wall. The outer surface 502 of the side wall forms an arc surface 11.

[0164] In some embodiments, please refer to Figure 13 The bottom of the rail vehicle 20 is provided with an anti-overturning bar 23, and a limit plate 15 is provided on the inner side 503 of the side wall. The limit plate 15 is used to restrict the anti-overturning bar 23 in the track beam 10. The combination of the limit plate 15 and the anti-overturning bar 23 can prevent the rail vehicle 20 from overturning during operation and can improve the safety performance of the rail vehicle 20.

[0165] Figure 16 A schematic diagram of a track beam according to a third embodiment of this application is shown; Figure 17 A front view of a track beam provided according to a third type embodiment of this application is shown; Figure 18 It shows Figure 15 A cross-sectional view along the CC direction; Figure 19 It shows Figure 15 A cross-sectional view along the DD direction; Figure 20 A schematic diagram of a rail transit system provided according to a third type of embodiment of this application is shown.

[0166] In the third type of embodiment, please refer to Figures 16 to 19 The track beam 10 includes a track beam body 10a and a flow divider 10c. The flow divider 10c is located on the windward side of the track beam body 10a and is used to cut the airflow.

[0167] The windward side of the track beam body 10a usually refers to both sides along its extension direction. The track beam body 10a can adopt an I-beam structure. Based on this shape, the airflow is prone to form a concentration effect on both sides of the track beam body 10a, thereby impacting the track beam body 10a.

[0168] In this first embodiment, by setting a diverter 10c on the windward side of the track beam body 10a, when the wind flows to the track beam 10, the diverter 10c can divide the wind flow, so that the wind flow is dispersed before it acts on the track beam body 10a, thereby reducing the wind resistance coefficient of the track beam 10 itself, thereby improving the wind resistance and safety performance of the track beam 10.

[0169] In some embodiments, the diverter 10c includes a windward surface facing the airflow, at least a portion of which is inclined to the outside of the track beam body 10a to form an inclined surface 17 capable of dividing the airflow.

[0170] The terms "windward side" and "outer side" have been defined in the preceding text and will not be repeated here.

[0171] In the above embodiment, based on the design of the inclined surface 17 of the track beam 10, when the airflow acts on the track beam 10, the inclined surface 17 can cut and disperse the airflow, and can smoothly guide the airflow around the track beam 10, preventing the airflow from stopping or flowing back at the windward side of the track beam 10. This prevents the airflow from forming a wind pit due to being confined to the surface of the track beam 10, thus reducing the high-pressure distribution area on the surface of the track beam 10. On the other hand, the inclined surface 17 can shift the airflow separation point backward, suppressing airflow separation and changing the wind pressure distribution near the track beam 10. The negative pressure area of ​​the airflow is reduced, and the air pressure value flowing into the interior of the track beam 10 is also reduced, resulting in a smaller wind pressure difference of the track beam 10 in the laying direction. This reduces the wind pressure resistance of the track beam 10, thereby reducing the drag coefficient of the track beam 10 itself, reducing the impact of wind on the track beam 10, and thus improving the wind resistance and safety performance of the track beam 10.

[0172] According to fluid mechanics, the drag coefficient of a structure can be expressed by the following formula:

[0173]

[0174] In the formula, F is the wind resistance per unit length of the structure, in N; ρ is the air density, in kg / m³. 3 H is the projected height of the structure, in meters (m); v is the wind speed, in meters per second (m / s). In the formula, is the wind resistance per unit length of the structure, in N; is the air density, in units of ; is the projected height of the structure, in meters (m); and is the wind speed, in meters per second (m / s).

[0175] Among the parameters mentioned above, air density, the projected height of the structure, and wind speed are subject to change due to variations in the external environment, making precise judgment impossible. Given that air density, projected height, and wind speed cannot be altered, the structure's drag coefficient depends on the wind resistance per unit length, a value determined by factors such as wind pressure distribution near the structure and the structure's shape. In the aforementioned embodiment, the wind pressure distribution on the track beam 10 can be altered by the inclined plane 17.

[0176] Figure 21 A schematic diagram of the wind pressure field of a conventional track beam is shown; Figure 22 A schematic diagram of the wind pressure field of a track beam provided according to a third type embodiment of this application is shown.

[0177] Reference Figure 21 and Figure 22 It can be seen that the negative pressure area in the third type of embodiment of this application is significantly smaller.

[0178] Experiments have shown that the drag coefficient of the track beam 10 in the third embodiment of this application can be reduced by about 30% compared with the existing track beam 10, thereby reducing the wind load, shear force and bending moment on the track beam 10 and improving the wind resistance safety of the track beam 10.

[0179] In some embodiments, please refer to Figures 16 to 19 The diverter 10c is disposed on at least one side of the track beam body 10a along the extension direction of the track beam body 10a. The side of the diverter 10c away from the track beam body 10a is the outer side of the track beam 10. At least a portion of the surface of the diverter 10c away from the track beam body 10a is inclined outward to form an inclined surface 17.

[0180] The track beam body 10a can be designed with reference to the first type of embodiment described above, and will not be repeated here. The track beam body 10a can also form an installation area 101 so that the support structure 300 in the following embodiments can be installed in the installation area 101.

[0181] For the aforementioned track beam 10, the track beam body 10a can ensure the structural strength requirements of the track beam 10, while the guide component 10b can reduce the drag coefficient of the track beam 10. The combination of the track beam body 10a and the guide component 10b enables the track beam 10 to reduce its drag coefficient while ensuring structural strength.

[0182] In some embodiments, please refer to Figures 16 to 19 The diverter 10c includes at least one inclined beam, the surface of the inclined beam facing away from the track beam body 10a forms an inclined surface 17, and an angle is formed between the inclined beam and the track beam body 10a.

[0183] The inclined beam can be a flat plate structure, and it can be inclinedly connected to the track beam body 10a, thereby forming the inclined surface 17 on the surface of the inclined beam.

[0184] In some embodiments, please refer to Figures 16 to 19 The diverter 10c includes a first inclined beam 210 and a second inclined beam 220. Along the top to the bottom of the diverter 10c, the first inclined beam 210 is inclined away from the track beam body 10a. The second inclined beam 220 is located at the bottom of the first inclined beam 210. Along the top to the bottom of the diverter 10c, the second inclined beam 220 is inclined towards the track beam body 10a.

[0185] Thus, the first inclined beam 210 can form an inclined surface 17 at the top, and the second inclined beam 220 can form another inclined surface 17 at the bottom, which can fully divide the airflow and allow the airflow to flow quickly through the guide member 10b, thereby reducing the drag coefficient of the track beam 10.

[0186] In some embodiments, the flow guide 10b may include a substrate and a sloping beam assembly. The substrate may be disposed in a vertical plane, and the sloping surface 17 may also be formed by the arrangement of the sloping beam assembly on the substrate.

[0187] Specifically, the inclined beam assembly is disposed on the substrate, and the inclined beam assembly includes a third inclined beam that forms an angle with the substrate.

[0188] Understandably, the third inclined beam can be arranged on the substrate, and the third inclined beam can form an inclined surface 17.

[0189] In some embodiments, there are multiple third inclined beams, which are distributed at equal intervals on the substrate along the direction from the top to the bottom of the substrate.

[0190] To ensure the uniformity of force on the guide member 10b, the third inclined beam can be distributed at equal intervals on the substrate, thereby forming more inclined surfaces 17.

[0191] In some embodiments, the inclined beam assembly may further include a fourth inclined beam disposed on the substrate, the fourth inclined beam having an inclination direction opposite to that of the third inclined beam.

[0192] It should be noted that the relationship between the third and fourth inclined beams can be understood with reference to the first inclined beam 210 and the second inclined beam 220 mentioned above.

[0193] In this third type of embodiment, the track beam 10 may also include a support structure 300, which can be configured with reference to the first type of embodiment, and will not be described again.

[0194] In this third type of embodiment, please refer to Figure 20 The track beam 10 can also be an integrated structure. For example, the track beam 10 can be designed by integral molding, which can simplify the manufacturing process of the track beam 10 and improve the load-bearing capacity of the track beam 10.

[0195] In some specific embodiments, the track beam 10 is integrally formed from concrete and is a solid structure.

[0196] In some embodiments, please refer to Figure 17 The diverter 10c extends vertically out of the track beam body 10a. The diverter 10c can wrap around the track beam body 10a. When the airflow acts on the diverter 10c, the airflow can leave the track beam 10 under the guidance of the diverter 10c. The airflow will not enter the interior of the track beam 10, thereby reducing the drag coefficient of the track beam 10.

[0197] In the third type of embodiment described above, the track beam 10 itself can form an air guiding structure. For example, when the track beam 10 adopts an integrated structure, the side of the track beam 10 can form an air guiding structure. In addition, when the track beam 10 includes a track beam body 10a and a diverter 10c, the diverter 10c can form the aforementioned air guiding structure. The inclined surface 17 formed on the track beam 10 or the inclined surface 17 formed on the diverter 10c can serve as a windward surface. When the airflow passes through this windward surface, the impact of the airflow on the track beam 10 is reduced.

[0198] Based on the aforementioned track beam 10, the third embodiment of this application also provides a rail transit system, which includes the aforementioned track beam 10 and a rail vehicle 20, the rail vehicle 20 being able to move along the track beam 10.

[0199] In some embodiments, please refer to Figure 20 The track beam 10 includes a top surface 12, an outer surface 13, and an inner surface 14. The track vehicle 20 includes a running wheel 21 and a guide wheel 22. The running wheel 21 can move along the top surface 12, and the guide wheel 22 can move along the inner surface 14. The outer surface 13 forms an inclined surface 17.

[0200] In some embodiments, please refer to Figure 20 The bottom of the rail vehicle 20 is provided with an anti-overturning bar 23, and the inner side 14 of the track beam 10 is provided with a limit plate 15. The limit plate 15 is used to restrict the anti-overturning bar 23 in the track beam 10. The combination of the limit plate 15 and the anti-overturning bar 23 can prevent the rail vehicle 20 from overturning during operation and can improve the safety performance of the rail vehicle 20.

[0201] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0202] In the description of this application, it should be understood that the terms "comprising" and "having" and any variations thereof used in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0203] Unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the connection within two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0204] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A track beam (10), characterized in that, include: Track beam body (10a); And a flow guide (10b), which is disposed on the windward side of the track beam body (10a) to guide the airflow away from the track beam body (10a).

2. The track beam (10) according to claim 1, characterized in that, The guide (10b) includes a windward surface facing the airflow, at least a portion of which protrudes outward from the track beam body (10a) to form an arc surface (11).

3. The track beam (10) according to claim 2, characterized in that, The guide member (10b) is disposed on at least one side of the track beam body (10a) along the extension direction of the track beam body (10a). The side of the guide member (10b) facing away from the track beam body (10a) is the outer side of the track beam (10). At least a portion of the surface of the guide member (10b) facing away from the track beam body (10a) protrudes outward to form the arc surface (11).

4. The track beam (10) according to claim 3, characterized in that, The flow guide (10b) has a plurality of arc surfaces (11) formed thereon.

5. The track beam (10) according to claim 4, characterized in that, Multiple arc surfaces (11) are spaced apart, and the guide (10b) forms a plane between two adjacent arc surfaces (11).

6. The track beam (10) according to claim 4, characterized in that, The protrusion heights of the multiple arc surfaces (11) are not equal.

7. The track beam (10) according to claim 3, characterized in that, The surface of the guide (10b) forms the arc surface (11).

8. The track beam (10) according to claim 7, characterized in that, The cross-section of the guide (10b) is an arc surface.

9. The track beam (10) according to any one of claims 1 to 8, characterized in that, The track beam (10) also includes: A support structure (300) connects the guide member (10b) to the track beam body (10a) and supports the guide member (10b).

10. The track beam (10) according to claim 9, characterized in that, The support structure (300) forms a first support end (301) at one end toward the guide member (10b), and the guide member (10b) is connected to the first support end (301).

11. The track beam (10) according to claim 10, characterized in that, There are multiple first support ends (301), and the multiple first support ends (301) are arranged at equal intervals along the extension direction of the track beam body (10a).

12. The track beam (10) according to claim 9, characterized in that, The support structure (300) has a second support end (302) at one end near the track beam body (10a), and the track beam body (10a) is connected to the second support end (302).

13. The track beam (10) according to claim 12, characterized in that, There are multiple second support ends (302), and the multiple second support ends (302) are arranged at equal intervals along the extension direction of the track beam body (10a).

14. The track beam (10) according to claim 9, characterized in that, The support structure (300) includes: The first support member (310) is connected at one end to the flow guide member (10b); And a second support member (320), the other end of the first support member (310) is connected to the second support member (320), and the second support member (320) is connected to the track beam body (10a).

15. The track beam (10) according to claim 14, characterized in that, The first support member (310) is constructed as a flat plate-like structure.

16. The track beam (10) according to claim 14, characterized in that, The second support member (320) is constructed as a flat plate-like structure.

17. The track beam (10) according to claim 14, characterized in that, The first support member (310) is connected to the second support member (320) by fasteners (330).

18. The track beam (10) according to claim 14, characterized in that, There are multiple first support members (310), and the multiple first support members (310) are arranged at equal intervals along the extension direction of the track beam body (10a); there are multiple second support members (320), and the multiple second support members (320) are arranged at equal intervals along the extension direction of the track beam body (10a).

19. The track beam (10) according to any one of claims 1 to 8, characterized in that, The track beam body (10a) includes: The bottom beam (110) is located at the bottom of the guide member (10b); The top beam (120) is located on top of the guide member (10b) and is arranged parallel to the bottom beam (110); And a vertical beam (130) connected between the bottom beam (110) and the top beam (120), and the guide (10b) connected to the vertical beam (130).

20. The track beam (10) according to claim 1, characterized in that, The track beam (10) is an integrated structure.

21. The track beam (10) according to claim 20, characterized in that, The track beam (10) is a solid structure integrally formed from concrete.

22. The track beam (10) according to any one of claims 1 to 8, characterized in that, The guide member (10b) extends vertically out of the track beam body (10a).

23. A rail transit system, characterized in that, include: The track beam (10) according to any one of claims 1 to 22; And a rail vehicle (20) that can move along the rail beam (10).

24. The rail transit system according to claim 23, characterized in that, The track beam (10) includes a top surface (12), an outer surface (13), and an inner surface (14). The inner surface (14) is connected to the inner side of the top surface (12), and the outer surface (13) is connected to the outer side of the top surface (12). The track vehicle (20) includes a running wheel (21) and a guide wheel (22). The running wheel (21) can move along the top surface (12), and the guide wheel (22) can move along the inner surface (14). The outer surface (13) forms the arc surface (11).

25. The rail transit system according to claim 24, characterized in that, The bottom of the rail vehicle (20) is provided with an anti-overturning rod (23), and the inner side (14) of the rail beam (10) is provided with a limiting plate (15). The limiting plate (15) is located above the anti-overturning rod (23) and is used to restrict the anti-overturning rod (23) in the rail beam (10).

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