Tube assembly for transportation system

Abstract

Disclosed is a tube assembly for a transportation system. A tube assembly for a transportation system, according to an embodiment, comprises: a tube having an interior maintained at a pressure lower than atmospheric pressure and providing a travel path for a moving body; a longitudinal reinforcing member extending in the longitudinal direction of the tube and reinforcing the tube; a plurality of transverse reinforcing members installed along a circumferential direction of the tube to reinforce the tube and spaced apart in the longitudinal direction of the tube; and a support coupled to at least some of the plurality of transverse reinforcing members. The support may form points installed at predetermined intervals along the direction in which the travel path is formed, so as to support the tube assembly for a transportation system.

Description

Tube assembly for transport system

[0001] The present disclosure relates to a tube assembly for a transport system that is applied to a transport system for moving a vehicle under low pressure conditions and provides a driving path for the vehicle.

[0002] Recently, transportation systems designed to allow vehicles to travel at high speeds under low-pressure conditions have been emerging. A prime example is the Hyperloop.

[0003] The Hyperloop device transports a vehicle by magnetic levitation inside a sealed tube in a near-vacuum state of about 0.001 atmospheres. In the Hyperloop device, the tube is typically provided as a single circular steel pipe with a circular cross-section, and the travel path is provided by connecting multiple tubes.

[0004] The tube structure of a Hyperloop device has a unique structural characteristic that requires the simultaneous consideration of loads with different characteristics, such as atmospheric pressure differences caused by the internal vacuum, the tube's own weight, and the load of the vehicle.

[0005] In this case, while the atmospheric pressure difference caused by the internal vacuum acts uniformly across the entire section, the weight of the tube itself and the load on the vehicle body can vary significantly depending on the spacing between supports and driving conditions. Due to these differing load characteristics, there are technical limitations when designing the tube structure, such as the large variation in sectional stiffness leading to highly diverse cross-sections across sections or the unavoidable requirement to design the spacing between supports to be constant.

[0006] In particular, the issue of installing supports can have a significant impact on the economic feasibility of Hyperloop construction. For example, installation costs for supports can increase by two to five times compared to normal conditions under special ground conditions, such as rivers or soft ground. In such sections, the spacing between supports must be increased, which requires the installation of a substantial amount of additional reinforcement to ensure the structural safety of the tube. Consequently, the simultaneous occurrence of support installation costs and structural reinforcement costs can lead to a substantial increase in overall construction costs.

[0007] To solve these technical problems, it may be necessary to develop a new tube structural system that enables efficient cross-sectional design based on load characteristics and simultaneously responds flexibly to changes in support spacing.

[0008] One aspect of the disclosed invention aims to provide a tube assembly for a transport system that enables efficient cross-sectional design according to load characteristics and can flexibly respond to changes in support spacing.

[0009] A tube assembly for a transport system according to the concept of the present disclosure comprises: a tube having an interior that maintains a pressure state lower than atmospheric pressure and provides a driving path for a vehicle; a longitudinal reinforcing member extending along the longitudinal direction of the tube to reinforce the tube; a plurality of transverse reinforcing members installed along the circumferential direction of the tube to reinforce the tube and spaced apart along the longitudinal direction of the tube; and a support coupled to at least a portion of the plurality of transverse reinforcing members; wherein the support may form points installed at predetermined intervals along the direction of forming the driving path to support the tube assembly for the transport system.

[0010] The above longitudinal reinforcing members are composed of a plurality of spaced-apart members arranged along the circumferential direction of the tube and can connect the transverse reinforcing members.

[0011] The above transverse reinforcing member may form a ring shape that wraps around the circumference of the tube.

[0012] A tube assembly for a transport system according to the concept of the present disclosure may comprise: a tube assembly for a transport system configured by connecting a plurality of tubes together, wherein the tube has an interior that maintains a pressure state lower than atmospheric pressure and provides a driving path for the vehicle; a transverse reinforcing member installed along the circumferential direction of the tube to reinforce the tube; and a longitudinal reinforcing member that extends along the longitudinal direction of the tube to reinforce the tube and is coupled at points installed at predetermined intervals along the direction of forming the driving path to support the tube assembly for the transport system.

[0013] The above-mentioned point is provided with a point connection portion on the upper part of the tube, and the longitudinal reinforcing member is positioned between the tube and the point connection portion to connect the tube to the point connection portion.

[0014] The above-mentioned point is provided with a point connection portion located at the lower part of the tube, and the longitudinal reinforcing member is positioned between the tube and the point connection portion to connect the tube to the point connection portion.

[0015] The longitudinal reinforcing member comprises a tube connecting portion coupled to the tube; and a point connecting portion coupled to the point; wherein the tube is divided into a plurality of tube segments along the circumferential direction, and the plurality of tube segments are coupled to each other to form the tube, and at least a portion of the tube connecting portion may be inserted and coupled between at least a portion of the tube segments.

[0016] The longitudinal reinforcing member comprises an I-shaped steel girder, and the I-shaped steel girder may include a first flange located inside the tube; a second flange connected to the point; and a web connecting the first flange and the second flange.

[0017] The above-mentioned I-type steel girder may be a composite girder in which the first flange is combined with concrete.

[0018] The above tube is divided into a plurality of tube segments along the circumferential direction, the plurality of tube segments are joined together to form the tube, and the web can be inserted and joined between at least some of the tube segments.

[0019] The above-described I-shaped steel girder may further include intermediate flanges formed to extend to both sides of the web so as to be joined to the outer surface of the tube.

[0020] The height of the above-mentioned I-shaped steel girder may be at least 10% of the tube diameter.

[0021] According to the present disclosure, a tube assembly for a transport system can be provided that enables efficient cross-sectional design based on load characteristics and can flexibly respond to changes in the spacing between support points.

[0022] FIG. 1 is a drawing illustrating a tube assembly for a transport system according to a first embodiment of the disclosed invention.

[0023] Figure 2 is an exploded view of the tube assembly for the transport system of Figure 1.

[0024] FIG. 3 is a drawing illustrating a tube assembly for a transport system according to a second embodiment of the disclosed invention.

[0025] Figure 4 is a drawing showing a portion of the tube assembly for the transport system of Figure 3.

[0026] Figure 5 is an exploded view of Figure 3.

[0027] FIG. 6 is a drawing illustrating the cross-sectional structure of a support portion in a tube assembly for a transport system according to a second embodiment.

[0028] FIG. 7 is a drawing illustrating a modified example of a tube assembly for a transport system according to a second embodiment.

[0029] Throughout the specification, the same reference numerals refer to the same components. This specification does not describe all elements of the embodiments, and general content in the art to which the invention pertains or content that overlaps between embodiments is omitted. The terms 'part, module, component, block' used in the specification may be implemented in software or hardware, and depending on the embodiments, a plurality of 'parts, modules, components, blocks' may be implemented as a single component, or a single 'part, module, component, block' may include a plurality of components.

[0030] Throughout the specification, when a part is described as being "connected" to another part, this includes not only cases where they are directly connected but also cases where they are indirectly connected, and indirect connections include connections made via a wireless communication network.

[0031] Furthermore, when it is stated that a part "includes" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0032] Throughout the specification, when it is stated that a component is located "on" another component, this includes not only cases where a component is in contact with another component, but also cases where another component exists between the two components.

[0033] The terms first, second, etc. are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

[0034] Singular expressions include plural expressions unless there is an obvious exception in the context.

[0035] In each step, identification codes are used for convenience of explanation and do not describe the order of the steps; the steps may be performed differently from the specified order unless the context clearly indicates the characteristic sequence.

[0036] The operating principle and embodiments of the present invention will be described below with reference to the attached drawings.

[0037] FIG. 1 shows a tube assembly (1) for a transport system according to a first embodiment, and FIG. 2 shows an exploded view of the tube assembly (1) for a transport system.

[0038] A tube assembly for a transport system (hereinafter referred to as the tube assembly) (1) is intended to provide a driving path for a vehicle traveling under pressure conditions lower than atmospheric pressure, and may be configured by connecting a plurality of tubes (10) that provide a driving path for the vehicle. The plurality of tubes (10) may be connected in series to form the tube assembly (1).

[0039] The vehicle can travel at ultra-high speeds along the driving path. Here, ultra-high speed may refer to speeds of 300 km / h or 700 km / h or higher, but is not limited thereto. For example, in a transportation system, a magnetic levitation method may be applied to reduce frictional resistance, which is one of the driving resistances that occurs when the vehicle travels.

[0040] The internal space of the tube assembly (1) can be maintained at a low pressure state to reduce air resistance when the vehicle is in motion. The pressure inside the tube assembly (1) can be close to a vacuum. When the external pressure of the tube assembly (1) is atmospheric pressure of 1 atm (approx. 101 kPa, 1 bar), the internal pressure of the tube assembly (1) can be less than 10 kPa (0.1 bar).

[0041] The internal pressure of the tube assembly (1) is not limited to this. The internal pressure of the tube assembly (1) may be 1 kPa (0.01 bar or 10 mbar), 500 Pa (5 mbar), 200 Pa (2 mbar), or 100 Pa (1 mbar), and may also include cases with lower pressures.

[0042] In the following description, the internal pressure of the tube assembly (1) will be described based on approximately 100 Pa (1 mbar), which is 0.001 atm, but the interior of the tube assembly (1) can be provided within a range of various pressures including the aforementioned pressure values ​​within a range relatively lower than atmospheric pressure.

[0043] At this time, the difference in atmospheric pressure due to the internal vacuum acts uniformly throughout the entire driving path, but the weight of the tube (10) and the load of the driving body can vary significantly depending on the interval between points and driving conditions.

[0044] Due to these different load characteristics, when designing the tube assembly (1), the change in cross-sectional stiffness becomes large, so the cross-sections vary greatly from section to section, or technical limitations may arise where the spacing between supports must inevitably be designed to be constant.

[0045] In particular, the issue of installing supports can have a significant impact on the economic feasibility of Hyperloop construction. For example, the cost of installing supports can increase by 2 to 5 times compared to normal conditions in special ground conditions such as rivers or soft ground. In such sections, the spacing between supports must be increased, and in this case, a significant amount of additional reinforcement may need to be installed to ensure the structural safety of the tube (10), and consequently, the cost of installing supports and the cost of structural reinforcement occur simultaneously, which can significantly increase the overall construction cost.

[0046] To solve these problems, the tube assembly (1) according to the present embodiment can be configured to effectively separate and resist the bending load of the tube (10) and the atmospheric pressure load resulting from the introduction of vacuum. Here, the bending load includes the self-weight of the tube assembly (1) and the load caused by the vehicle body, and the load caused by the vehicle body may be the self-weight of the vehicle body or the vibration load generated through the vehicle body.

[0047] In particular, the tube assembly (1) according to the present embodiment efficiently arranges longitudinal reinforcing members (20) and transverse reinforcing members (30) to enable an optimized response to each load characteristic, thereby ensuring structural stability while minimizing material usage and flexibly responding to various point spacings.

[0048] Referring again to FIG. 1 and FIG. 2, a tube assembly (1) for a transport system according to the first embodiment may include a tube (10) that provides a driving path for a vehicle, a longitudinal reinforcing member (20) that extends along the longitudinal direction of the tube (10) to reinforce the tube (10), and a transverse reinforcing member (30) that is installed along the circumferential direction of the tube (10) to reinforce the tube (10).

[0049] The tube (10) provides a space for a vehicle to move inside and can form an internal space where a pressure state lower than atmospheric pressure is maintained. In this embodiment, the tube (10) is configured to have a circular cross-section, but this is exemplary and can be changed to various cross-sectional shapes such as elliptical or polygonal. The tube (10) can be made of steel.

[0050] The longitudinal reinforcing member (20) is installed extending along the length direction of the tube (10) and can perform the role of reinforcing the bending rigidity of the tube (10). As shown in the drawing, a plurality of longitudinal reinforcing members (20) may be spaced apart along the circumferential direction of the tube (10). By arranging the longitudinal reinforcing members (20) in such a manner, the bending moment caused by the self-weight and the load of the vehicle acting on the tube (10) can be effectively distributed and supported. In particular, the tube assembly (1) can secure sufficient bending rigidity even in sections where the spacing between supports is long.

[0051] The transverse reinforcing members (30) are configured in the form of rings that wrap around the circumference of the tube (10), and a plurality of them may be spaced apart at regular intervals along the length direction of the tube. These transverse reinforcing members (30) can perform the function of maintaining the circular cross-section of the tube (10) against external atmospheric pressure loads caused by the vacuum inside the tube (10).

[0052] The transverse reinforcing member (30) may include a first transverse reinforcing member (30a) installed between both ends of an individual tube (10) to reinforce the individual tube, and a second transverse reinforcing member (30b) installed between the tubes (10) to reinforce the space between the tubes (10).

[0053] The longitudinal reinforcing member (20) can be installed to connect adjacent transverse reinforcing members (30). To this end, the longitudinal reinforcing member (20) can be configured in multiple numbers along the length of the tube (10). Through this configuration, the longitudinal reinforcing member (20) and the transverse reinforcing member (30) form an integrated reinforcing structure, thereby enabling improved structural performance compared to when each member is installed independently, and facilitating smooth load transfer between the members.

[0054] In this embodiment, a support (40) may be attached to some of the plurality of transverse reinforcing members (30). The support (40) may form a support point that supports the tube assembly (1). Such supports (40) may be arranged at predetermined intervals along the direction of the formation of the travel path and may perform the role of transferring the load of the tube assembly (1) to the ground.

[0055] The tube assembly (1) configured in this manner allows for the optimization of the reinforcement structure by reinforcing members according to load characteristics, thereby improving material efficiency and ensuring both overall structural stability and economic efficiency. In particular, it can maintain a stable structure without additional reinforcement even in sections with long spacing between supports, thus providing advantageous benefits in terms of construction efficiency and cost reduction.

[0056] FIGS. 3 to 7 illustrate a tube assembly (100) according to a second embodiment. FIG. 3 illustrates a perspective view of a tube assembly for a transport system according to a second embodiment, FIG. 4 illustrates an excerpt of the tube assembly for a transport system of FIG. 3, and FIG. 5 illustrates an exploded view of FIG. 3. FIG. 6 illustrates a cross-sectional structure of a support portion of the tube assembly, and FIG. 7 illustrates a modified example of a tube assembly for a transport system according to a second embodiment.

[0057] Referring to FIGS. 3 to 7, the tube assembly (100) for a transport system may include a tube (110), a longitudinal reinforcing member (120), and a transverse reinforcing member (130), similar to the first embodiment. However, in the second embodiment, the longitudinal reinforcing member (120) may differ from the first embodiment in its connection structure with the support (150).

[0058] In the second embodiment, the longitudinal reinforcing member (120) is directly connected to a support point (150) that supports the tube assembly (100), and can perform the role of transmitting the self-weight of the tube (110) and the load from the driving body to the support point (150). To this end, the longitudinal reinforcing member (120) may be configured to include a tube connection part (121) connected to the tube (110) and a support point connection part (122) connected to the support point (150).

[0059] The longitudinal reinforcing members (120) may be provided as a pair spaced apart along the circumferential direction of the tube (110). By arranging the longitudinal reinforcing members (120) as a pair in this manner, the self-weight and vehicle load acting on the tube (110) can be symmetrically distributed and supported. In addition, the pair of longitudinal reinforcing members (120) can effectively control the vertical movement of the tube (110), thereby improving resistance to vibration or sagging of the vehicle. This can also contribute to improving the driving stability of the vehicle.

[0060] In particular, in this embodiment, the longitudinal reinforcing member (120) can be configured as an I-shaped steel girder (140) to maximize the bending stiffness of the tube assembly (100). The I-shaped steel girder (140) may include a first flange (141) located inside the tube (110), a second flange (142) connected to a support (150), and a web (143) connecting the first flange (141) and the second flange (142).

[0061] This I-shaped cross-section structure has excellent resistance to bending moment, so that even if the spacing between supports (150) is extended, the stable structural performance of the tube assembly (100) can be ensured.

[0062] More preferably, the I-shaped steel girder (140) may be composed of a composite girder in which the first flange (141) is combined with concrete (141a). In this steel-concrete composite structure, the concrete bears the compressive force and the steel bears the tensile force, thereby allowing for optimal utilization of the material properties. This allows for greater bending stiffness in the same cross-section and provides advantageous effects in terms of usability, such as deflection and vibration. Additionally, the I-shaped steel girder (140), composed of a composite girder, may have an advantageous effect in terms of reducing the amount of steel used.

[0063] The height of the I-shaped steel girder (140) can be configured to be at least 10% of the diameter of the tube (110). By designing the height of the I-shaped steel girder (140) to be at least 10% of the diameter of the tube (110), the tube assembly (100) can secure sufficient resistance performance against bending moments, thereby effectively controlling deflection. In addition, resistance to vibration is improved, which improves the driving stability of the vehicle, and the spacing between supports can be increased, which also results in a reduction in bridge pier installation costs.

[0064] If the height of the I-shaped steel girder (140) is less than 10% of the diameter of the tube (110), the effect of improving bending stiffness due to the formation of the I-shaped steel girder (140) may be limited. This may mean that the resistance to deflection or vibration of the tube assembly (100) may not be improved as expected despite the application of the I-shaped steel girder (140). In particular, as the performance of the I-shaped steel girder (140) is not fully utilized, there is a limit to increasing the spacing between supports, and consequently, the cost reduction effect of the tube assembly (100) may also be limited.

[0065] A more desirable height of the I-shaped steel girder (140) can be within the range of 10 to 20 percent of the diameter of the tube (110). This can be considered the optimal range that takes into account both structural stability and economic efficiency. If the height of the I-shaped steel girder (140) exceeds 20 percent of the diameter of the tube (110), a problem of reduced economic efficiency may occur due to unnecessary material waste.

[0066] In this embodiment, the transverse reinforcing member (130) forming a ring shape may be divided in at least a portion along the circumferential direction of the tube (110). The transverse reinforcing member (130) configured in a divided form may also function as a connecting member by being positioned between a pair of longitudinal reinforcing members (120) to connect them. Since each divided section of the transverse reinforcing member (130) provided in this divided form can be manufactured independently, manufacturing and transportation may be easy. In addition, the divided transverse reinforcing members (130) are combined with the longitudinal reinforcing members (120) to form an integrated structure, thereby improving the torsional rigidity of the entire tube assembly (100) and maintaining a stable cross-sectional shape.

[0067] The transverse reinforcing member (130) may include a first transverse reinforcing member (130a) installed between both ends of an individual tube (110) to reinforce the individual tube (110), and a second transverse reinforcing member (130b) installed between the tubes (110) to reinforce the space between the tubes (110). In addition, among the first transverse reinforcing member (130a) and the second transverse reinforcing member (130b), the first transverse reinforcing member (130a) may be provided in a divided form.

[0068] In the longitudinal reinforcing member (120), the tube joint (121) may be configured to include a first flange (141) and a web (143), and the branch joint (122) may be configured to include a second flange (142).

[0069] The tube (110) is configured to be divided into a plurality of tube segments (111, 112) along the circumferential direction, and the plurality of tube segments (111, 112) can be combined with each other to form the tube (110). For example, the tube (110) may be configured to be divided into a first tube segment (111) located at the upper center corresponding to the number of longitudinal reinforcing members (120) configured in a pair, and a second tube segment (112) forming the remainder of the tube excluding the first tube segment (111).

[0070] And the longitudinal reinforcing member (120) is joined with the web (143) inserted between adjacent tube segments (111, 112) so as to be stably joined to the tube (110) and effectively transfer load between the tube (110) and the longitudinal reinforcing member (120).

[0071] The I-shaped steel girder (140) may further include intermediate flanges (144) that are formed extending to both sides of the web (143) to be joined to the outer surface of the tube.

[0072] An intermediate flange (144) can be attached to the outer surface of the tube (110) while the web (143) is inserted and joined between the tube segments (111, 112) to reinforce the bonding force between the web (143) and the tube (110). This intermediate flange (144) can be included in the tube joint portion (121) of the longitudinal reinforcing member (120).

[0073] The configuration of the intermediate flange (144) facilitates smoother load transfer between the longitudinal reinforcing member (120) and the tube (110) and can improve resistance to torsional or eccentric loads acting on the tube (110). Additionally, the intermediate flange (144) also serves to reinforce the joints of the tube segments (111, 112), thereby effectively preventing local deformation or buckling of the tube (110) that may occur in a vacuum state. The intermediate flange (144) may be included in the tube joint (121) of the longitudinal reinforcing member (120).

[0074] As illustrated in FIGS. 6 and 7, the branch (150) may be provided with a branch connection portion (151) at the upper or lower part of the tube (110). The branch connection portion (151) may be combined with a branch connection portion (122) of a longitudinal reinforcing member (120) to support the tube assembly (100). Through this configuration, the longitudinal reinforcing member (120) directly bears the reaction force generated at the branch (150), thereby preventing excessive stress from concentrating on the tube (110).

[0075] In addition, the tube assembly (100) of this embodiment can be installed in various ways depending on the movement method of the vehicle.

[0076] When the vehicle body is installed by being suspended from the upper part inside the tube (110), the tube assembly (100) is provided such that a longitudinal reinforcing member (120) is positioned at the top, and can be connected in a gate-like support structure by a point connection part (122) located at the top so as to be mounted on a point connection part (151) of a point (150).

[0077] In addition, when the vehicle body is installed so as to be located at the bottom of the tube (110), the tube assembly (100) is provided such that a longitudinal reinforcing member (120) is located at the bottom, and can be connected to be supported at a bottom point (150) through a point connection part (122) located at the bottom.

[0078] The configuration of this second embodiment can maximize the structural performance of each member by more clearly separating the load resistance mechanism. In particular, the structure in which the longitudinal reinforcing member (120) is directly connected to the support (150) simplifies the load transfer path, thereby increasing structural efficiency and enabling the optimization of the member design. Furthermore, since it is designed as a structure that allows for segmented fabrication and on-site assembly, it can also have significant advantages in terms of constructability and cost-effectiveness.

Claims

1. A tube in which an interior maintained at a pressure lower than atmospheric pressure provides a driving path for the vehicle; A longitudinal reinforcing member extending along the longitudinal direction of the tube to reinforce the tube; A plurality of transverse reinforcing members installed along the circumferential direction of the tube to reinforce the tube and spaced apart along the longitudinal direction of the tube; and A support coupled to at least a portion of the plurality of transverse reinforcing members; comprising The above support forms points installed at predetermined intervals along the direction of formation of the travel path to support the tube assembly for the above transportation system.

2. In Paragraph 1, The above longitudinal reinforcing members are composed of a plurality of spaced-apart members arranged along the circumferential direction of the tube, and a tube assembly for a transport system connecting the transverse reinforcing members.

3. In Paragraph 1, The above transverse reinforcing member forms a ring shape that wraps around the circumference of the tube, for a tube assembly for a transport system.

4. A tube assembly for a transport system comprising multiple tubes connected to each other, The tube, in which an interior maintaining a pressure state lower than atmospheric pressure provides a driving path for the vehicle; A transverse reinforcing member installed along the circumferential direction of the tube to reinforce the tube; and A tube assembly for a transport system comprising: a longitudinal reinforcing member that extends along the longitudinal direction of the tube to reinforce the tube and is coupled at points installed at predetermined intervals along the direction of forming the travel path to support the tube assembly for the transport system.

5. In Paragraph 4, The above point is provided with a point connection portion on the upper part of the tube, and The above longitudinal reinforcing member is positioned between the tube and the point connection part to connect the tube to the point connection part, forming a tube assembly for a transport system.

6. In Paragraph 4, The above point is provided with a point connection portion located at the lower part of the tube, and The above longitudinal reinforcing member is positioned between the tube and the point connection part to connect the tube to the point connection part, forming a tube assembly for a transport system.

7. In Paragraph 4, The above longitudinal reinforcing member is, A tube coupling portion coupled to the above tube; and Includes a point joining part joined to the above point; and The above tube is divided into a plurality of tube segments along the circumferential direction, and The plurality of tube segments are joined together to form the tube, and The above tube assembly for a transport system, wherein at least a portion of the tube joint is inserted and joined between at least a portion of the tube segments.

8. In Paragraph 4, The above longitudinal reinforcing member includes an I-shaped steel girder, and The above-mentioned I-shaped steel girder is, A first flange located inside the above tube; A second flange joined to the above point; and A tube assembly for a transport system comprising a web connecting the first flange and the second flange.

9. In Paragraph 8, The above-mentioned I-shaped steel girder is a tube assembly for a transportation system in which the above-mentioned first flange is a composite girder combined with concrete.

10. In Paragraph 8, The above tube is divided into a plurality of tube segments along the circumferential direction, and The plurality of tube segments are joined together to form the tube, and The above web is a tube assembly for a transport system that is inserted and joined between at least some of the above tube segments.

11. In Paragraph 10, The above-described I-shaped steel girder is a tube assembly for a transport system further comprising intermediate flanges formed to extend to both sides of the web so as to be coupled to the outer surface of the tube.

12. In Paragraph 8, A tube assembly for a transport system in which the height of the above-mentioned I-shaped steel girder is at least 10% of the above-mentioned tube diameter.

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