阅读说明：本技术 轨道单元和具有其的交通轨道 (Track unit and traffic track with same ) 是由 杨靖 王赛宁 邱佳隆 刘晓彤 杨宜南 于 2019-10-31 设计创作，主要内容包括：本发明公开了一种轨道单元和具有其的交通轨道,轨道单元包括轨道组件和连接组件,轨道组件包括沿轨道单元的宽度方向间隔开设置的多个轨道段,至少一个轨道段包括沿轨道单元的宽度方向间隔开设置的两个轨道梁,连接组件设在轨道组件的底部,连接组件包括上贯通板、下贯通板和两个支撑板,上贯通板、下贯通板和支撑板均自轨道单元的长度一端延伸至轨道单元的长度另一端,上贯通板和下贯通板上下间隔开设置,两个支撑板分别连接在上贯通板和下贯通板之间,以使上贯通板、下贯通板与两个支撑板之间限定出沿轨道单元的长度方向延伸的空腔。根据本发明的轨道单元,具有良好的横向刚度。(The invention discloses a track unit and a traffic track with the same, wherein the track unit comprises a track assembly and a connecting assembly, the track assembly comprises a plurality of track sections which are arranged at intervals along the width direction of the track unit, at least one track section comprises two track beams which are arranged at intervals along the width direction of the track unit, the connecting assembly is arranged at the bottom of the track assembly, the connecting assembly comprises an upper through plate, a lower through plate and two supporting plates, the upper through plate, the lower through plate and the supporting plates all extend to the other end of the length of the track unit from one end of the length of the track unit, the upper through plate and the lower through plate are arranged at intervals up and down, and the two supporting plates are respectively connected between the upper through plate and the lower through plate, so that a cavity which extends along the length direction of the track unit is defined between the upper through plate, the lower. The track unit according to the invention has good lateral stiffness.)

1. A track unit, comprising:

a track assembly comprising a plurality of track segments spaced apart along a width of the track unit, at least one of the track segments comprising two track beams spaced apart along the width of the track unit;

coupling assembling, coupling assembling establishes track assembly's bottom, coupling assembling includes: the track unit comprises an upper through plate, a lower through plate and two supporting plates, wherein the upper through plate, the lower through plate and the supporting plates all extend along the length direction of the track unit and extend from one end of the length of the track unit to the other end of the length of the track unit, the upper through plate and the lower through plate are arranged at intervals up and down, and the two supporting plates are respectively connected between the upper through plate and the lower through plate so that a cavity extending along the length direction of the track unit is defined between the upper through plate, the lower through plate and the two supporting plates.

2. The track unit of claim 1, wherein the connection assembly further comprises:

the first reinforcing rib extends along the length direction of the track unit, at least one of the upper through plate and the lower through plate is provided with the first reinforcing rib, and the first reinforcing rib is positioned in the cavity.

3. The track unit of claim 2, wherein the connection assembly further comprises:

the height of the first reinforcing ribs in the vertical direction is smaller than one half of the height of the cavity in the vertical direction, one end, close to the center of the cavity, of at least one first reinforcing rib is provided with the second reinforcing rib, the second reinforcing rib is perpendicular to the first reinforcing ribs, and the middle of the second reinforcing rib is connected with the first reinforcing ribs.

4. The track unit of claim 1, wherein the connection assembly further comprises:

the third reinforcing rib extends along the length direction of the track unit, is positioned in the cavity, is connected with the lower through plate at the lower end and is higher than one half of the height of the cavity in the vertical direction.

5. The rail unit of claim 4, wherein the third reinforcing ribs are plural and spaced apart in a width direction of the rail unit, the connection assembly further comprising:

and the fourth reinforcing ribs extend along the length direction of the track unit, are arranged below the upper through plate at intervals, and the top end of each third reinforcing rib is connected with the fourth reinforcing rib.

6. The rail unit of claim 4, comprising two rail sections, wherein the rail unit comprises a support which is located below the rail sections and is supported and connected to the bottom of the lower through plate, and a plurality of third reinforcing ribs are correspondingly arranged above the support.

7. The track unit of claim 1, wherein the connection assembly further comprises:

the first diaphragm plate extends along the direction with the crossing nonzero contained angle of length direction of track unit, and the first diaphragm plate is located in the cavity just the upper and lower both ends of first diaphragm plate respectively with go up to link up the board with link to each other down through the board, first diaphragm plate is in the ascending both ends of width direction of track unit extend respectively to with corresponding side the backup pad links to each other.

8. The track unit of claim 7, wherein the connection assembly further comprises:

and fifth reinforcing ribs which are provided at the first diaphragm and extend in the width direction of the rail unit, and which are provided between the upper through plate and the lower through plate at intervals.

9. The track unit of claim 1, wherein the connection assembly further comprises:

the second diaphragm plate extends along the direction of the crossed non-zero included angle of the length direction of the track unit, is connected between the upper through plate and the lower through plate and is located on one side of the supporting plate, which is far away from the cavity.

10. The rail unit according to any one of claims 1-9, wherein the rail beam comprises:

the upper wing plate and the web plate extend along the length direction of the track unit, the upper wing plate and the upper through plate are arranged at intervals up and down, and the web plate is connected between the upper wing plate and the upper through plate.

11. The track unit of claim 10, wherein the track beam further comprises:

the third diaphragm plate, the third diaphragm plate along with the direction of the crossing nonzero contained angle of length direction of track unit extends, the third diaphragm plate is connected go up the pterygoid lamina with go up between the through plate, and be located keep away from of web correspondingly one side at the center of track section.

12. A traffic track comprising at least one section of a track unit according to any one of claims 1-11.

Technical Field

The invention relates to the technical field of rail transit, in particular to a rail unit and a traffic rail with the same.

Background

With the continuous promotion of the urbanization process, the rail-mounted vehicle can bring much convenience to life and production. However, the construction process of the rail beam in the related art is complex, the operation is inconvenient, the quality is difficult to ensure, and the manufacturing cost is high, so that the application of the rail vehicle cannot be rapidly developed. And the transverse rigidity of some rails is difficult to meet the requirements, so that the rail vehicle is easy to shake when running on the rails, and the rail vehicle can overturn seriously, and the running safety is influenced.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. To this end, the invention proposes a rail unit which has good transverse rigidity.

The invention also provides a traffic track with the track unit.

A track unit according to the first aspect of the invention comprises: a track assembly comprising a plurality of track segments spaced apart along a width of the track unit, at least one of the track segments comprising two track beams spaced apart along the width of the track unit; coupling assembling, coupling assembling establishes track assembly's bottom, coupling assembling includes: the track unit comprises an upper through plate, a lower through plate and two supporting plates, wherein the upper through plate, the lower through plate and the supporting plates all extend along the length direction of the track unit and extend from one end of the length of the track unit to the other end of the length of the track unit, the upper through plate and the lower through plate are arranged at intervals up and down, and the two supporting plates are respectively connected between the upper through plate and the lower through plate so that a cavity extending along the length direction of the track unit is defined between the upper through plate, the lower through plate and the two supporting plates.

According to the track unit, the connecting assembly is arranged at the bottom of the track assembly, so that the connecting assembly defines the cavity extending along the length direction of the track unit, the lateral stiffness and the torsional stiffness of the track unit are effectively improved, the structure is simple, the construction process is simplified, a plurality of track sections can bear stress through the connecting assembly, the requirement on transverse stiffness is met, and the safety and the comfort of running of a track vehicle are improved.

In some embodiments, the connection assembly further comprises: the first reinforcing rib extends along the length direction of the track unit, at least one of the upper through plate and the lower through plate is provided with the first reinforcing rib, and the first reinforcing rib is positioned in the cavity.

In some embodiments, the connection assembly further comprises: the height of the first reinforcing ribs in the vertical direction is smaller than one half of the height of the cavity in the vertical direction, one end, close to the center of the cavity, of at least one first reinforcing rib is provided with the second reinforcing rib, the second reinforcing rib is perpendicular to the first reinforcing ribs, and the middle of the second reinforcing rib is connected with the first reinforcing ribs.

In some embodiments, the connection assembly further comprises: the third reinforcing rib extends along the length direction of the track unit, is positioned in the cavity, is connected with the lower through plate at the lower end and is higher than one half of the height of the cavity in the vertical direction.

In some embodiments, the third reinforcing rib is provided in plurality and spaced apart in a width direction of the rail unit, and the connection assembly further includes: and the fourth reinforcing ribs extend along the length direction of the track unit, are arranged below the upper through plate at intervals, and the top end of each third reinforcing rib is connected with the fourth reinforcing rib.

In some embodiments, the rail unit includes two rail sections, the rail unit includes a support which is located below the rail sections and is supported and connected to the bottom of the lower through plate, and a plurality of third reinforcing ribs are correspondingly located above the support.

In some embodiments, the connection assembly further comprises: the first diaphragm plate extends along the direction with the crossing nonzero contained angle of length direction of track unit, and the first diaphragm plate is located in the cavity just the upper and lower both ends of first diaphragm plate respectively with go up to link up the board with link to each other down through the board, first diaphragm plate is in the ascending both ends of width direction of track unit extend respectively to with corresponding side the backup pad links to each other.

In some embodiments, the connection assembly further comprises: and fifth reinforcing ribs which are provided at the first diaphragm and extend in the width direction of the rail unit, and which are provided between the upper through plate and the lower through plate at intervals.

In some embodiments, the connection assembly further comprises: the second diaphragm plate extends along the direction of the crossed non-zero included angle of the length direction of the track unit, is connected between the upper through plate and the lower through plate and is located on one side of the supporting plate, which is far away from the cavity.

In some embodiments, the track beam comprises: the upper wing plate and the web plate extend along the length direction of the track unit, the upper wing plate and the upper through plate are arranged at intervals up and down, and the web plate is connected between the upper wing plate and the upper through plate.

In some embodiments, the track beam further comprises: the third diaphragm plate, the third diaphragm plate along with the direction of the crossing nonzero contained angle of length direction of track unit extends, the third diaphragm plate is connected go up the pterygoid lamina with go up between the through plate, and be located keep away from of web correspondingly one side at the center of track section.

A traffic track according to a second aspect of the invention comprises at least one length of track units according to the above-mentioned first aspect of the invention.

According to the traffic track, the track unit is reasonable in structural design, the transverse rigidity of the traffic track is improved, the traffic track is safe and reliable to use, and the traffic track has good economical efficiency.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic view of a track unit according to one embodiment of the present invention;

FIG. 2 is another schematic view of the track unit shown in FIG. 1;

FIG. 3 is a schematic view of a track unit according to another embodiment of the invention;

FIG. 4 is another schematic view of the track unit shown in FIG. 3;

FIG. 5 is a schematic cross-sectional view of a track unit according to one embodiment of the present invention;

FIG. 6 is another cross-sectional schematic view of the track unit shown in FIG. 5;

FIG. 7 is yet another cross-sectional schematic view of the track unit shown in FIG. 5;

FIG. 8 is a cross-sectional schematic view of a track unit according to another embodiment of the invention;

FIG. 9 is a schematic illustration of a traffic track according to one embodiment of the present invention.

Reference numerals:

a traffic track 200,

A track unit 100, a unit section 101,

A track assembly 1, a first channel 10a, a second channel 10b,

A track section 11, a track beam 111,

An upper wing plate 1111, a web plate 1112, a third diaphragm 1113,

The connecting assembly 2, the cavity 20, the sub-chamber 20a,

An upper through plate 21, a drainage slope 21a, a drainage hole 21b,

A lower through plate 22, a support plate 23,

A first reinforcing rib 24, a second reinforcing rib 25, a third reinforcing rib 26, a fourth reinforcing rib 27, a first reinforcing rib,

A first diaphragm 281, a through hole 2810, a through hole reinforcing rib 2811,

Second diaphragm plate 282, fifth reinforcing rib 29,

A support 3.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

A track unit 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

As shown in fig. 1 and 2, the track unit 100 includes a track assembly 1, the track assembly 1 includes a plurality of track segments 11, the plurality of track segments 11 are spaced apart along a width direction (e.g., a left-right direction in fig. 1) of the track unit 100, at least one track segment 11 includes two track beams 111 spaced apart along the width direction of the track unit 100, that is, at least one of the plurality of track segments 11 includes two track beams 111, the track beam 111 may extend from one end of a length of the track unit 100 to the other end of the length of the track unit 100, and the two track beams 111 may define a traffic channel.

For example, in the example of fig. 1 and 2, there are two track segments 11, two track segments 11 are spaced apart in the width direction of the track unit 100, each track segment 11 includes two track beams 111, and the two track beams 111 of each track segment 11 are spaced apart in the width direction of the track unit 100. Of course, the track segments 11 may also be three or more.

As shown in fig. 1 and 2, the rail unit 100 may further include a connection assembly 2, the connection assembly 2 is disposed at the bottom of the rail assembly 1, the connection assembly 2 includes an upper through plate 21, a lower through plate 22, and two support plates 23, the upper through plate 21, the lower through plate 22, and the support plates 23 all extend along a length direction (e.g., a front-rear direction in fig. 1) of the rail unit 100, and the upper through plate 21, the lower through plate 22, and the support plates 23 all extend from one end of the length of the rail unit 100 to the other end of the length of the rail unit 100.

The upper through plate 21 and the lower through plate 22 are arranged at intervals up and down, and the two support plates 23 are respectively connected between the upper through plate 21 and the lower through plate 22, so that a cavity 20 extending along the length direction of the track unit 100 is defined between the upper through plate 21, the lower through plate 22 and the two support plates 23, and therefore the plurality of track sections 11 can bear stress together through the connecting assembly 2, and meanwhile, the arrangement of the cavity 20 can effectively improve the lateral stiffness and the torsional stiffness of the track unit 100, so that the transverse stiffness of the track unit 100 is improved, the stress of the track unit 100 is reasonable, the stress requirement is convenient to meet, and meanwhile, the rail vehicle can meet the limitation requirement; moreover, the track unit 100 can be applied to the traffic track 200 with a large span relative to the standard span, for example, the traffic track 200 with a span larger than 50m can be applied, and meanwhile, the structure is simple and the cost is low.

The upper through plate 21, the lower through plate 22 and the support plate 23 all extend from one end of the length of the track unit 100 to the other end of the length of the track unit 100, and it can be understood that the length of the upper through plate 21 is substantially equal to the length of the track beam 111, including the following cases: 1. the length of the upper through plate 21 is equal to that of the track beam 111; 2. the difference between the length of the upper through plate 21 and the length of the rail beam 111 is delta₁，Δ₁Relative toThe length of the upper through plate 21 is negligible; similarly, the length of the lower through plate 22 is substantially equal to the length of the rail beam 111, and the following cases may be included: 1. the length of the lower through plate 22 is equal to that of the track beam 111; 2. the length of the lower through plate 22 differs from the length of the track beam 111 by Δ₂，Δ₂Negligible in relation to the length of the lower through plate 22; also, the length of the support plate 23 is substantially equal to the length of the rail beam 111, which may include the following cases: 1. the length of the support plate 23 is equal to the length of the rail beam 111; 2. the length of the support plate 23 differs from the length of the track beam 111 by Δ₃，Δ₃Negligible with respect to the length of the support plate 23.

It is to be understood that in the description of the present invention, the terms "length", "width", "upper", "lower", "left", "right", "front", "rear", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.

According to the track unit 100 provided by the embodiment of the invention, the transverse rigidity of the track unit 100 is effectively improved, the structure is simple, the construction process is convenient to simplify, when the track unit span is larger, the section of the track section needs to be larger to ensure the stress requirement when the track unit adopts a track unit with independent track sections in multiple lines, so that the structure is complex, the cost is higher, and the requirement on the transverse rigidity is difficult to meet, but in the application, the multiple track sections 11 can bear the stress together through the connecting component 2, the transverse rigidity of the track unit 100 is improved, the stress requirement is convenient to meet, and the shake of a track vehicle during running on the track unit 100 is favorably reduced.

It can be understood that the length direction of the track unit 100 is the length of the track beam 111, the width direction of the track unit 100 is the width direction of the track beam 111, the length of the track unit 100 in the length direction thereof is greater than the width of the track unit 100 in the width direction thereof, so that it can be understood that the length of the upper through plate 21 in the length direction of the track unit 100 is greater than the width of the upper through plate 21 in the width direction of the track unit 100, and the length of the lower through plate 22 in the length direction of the track unit 100 is greater than the width of the lower through plate 22 in the width direction of the track unit 100; in the example of fig. 1, the length of the rail unit 100 in the front-rear direction is greater than the width of the rail unit 100 in the left-right direction, the length of the upper through plate 21 in the front-rear direction is greater than the width of the upper through plate 22 in the left-right direction, and the length of the lower through plate 22 in the front-rear direction is greater than the width of the lower through plate 22 in the left-right direction. The track unit 100 may include a plurality of unit segments 101 sequentially arranged along a length direction, and may be processed in a factory in a segmented manner to process the plurality of unit segments 101, and then integrally spliced and erected on site. The rubber-tyred tram can travel along the rail unit 100.

Alternatively, in the examples of fig. 1, 2, and 5-8, the cross-sectional shape of the cavity 20 may be a rectangle, so that the cavity 20 has a simple structure and is easy to implement, and the length direction of the rectangle may be arranged along the width direction of the rail unit 100, which is beneficial to further improving the lateral stiffness and the torsional stiffness of the rail unit 100; of course, the cross-sectional shape of the cavity 20 is not limited thereto.

In some embodiments, as shown in fig. 8, the top surface of the upper through plate 21 has a drainage slope 21a and drainage holes 21b, for example, at least a portion of the top surface of the upper through plate 21 may form the drainage slope 21a, the drainage slope 21a may extend obliquely from top to bottom, the drainage holes 21b may be provided at the lowest position of the drainage slope 21a, and water, such as rainwater, passing through the drainage holes 21b along the drainage slope 21a may be drained off, thereby preventing water from accumulating on the top surface of the upper through plate 21. Here, the drainage slope 21a may extend obliquely from top to bottom in a length direction of the rail unit 100 and/or a width direction of the rail unit 100, and the drainage slope 21a may be formed in a plane, or a curved surface, to guide the accumulated water to a lowest position of the drainage slope 21 a. Wherein the drainage ramp 21a may be located between two adjacent track segments 11 and/or between two track beams 111 of a track segment 11.

It is understood that the drain hole 21b may penetrate the upper through plate 21 in the thickness direction of the upper through plate 21, the drain hole 21b communicates with the cavity 20, and a drain line may be provided at the drain hole 21b to prevent water from accumulating in the cavity 20.

Further, when the rail unit 100 is used to form a curved rail, in order that the rail unit 100 can better withstand the centrifugal force of the rail vehicle, the rail unit 100 may be disposed to be inclined, and at this time, the top surface of the upper penetration plate 21 may extend to be inclined from the top to the bottom, and at this time, it may not be necessary to separately provide the drainage slope 21 a.

In some embodiments, as shown in fig. 1, 2, and 5-8, the connection assembly 2 further includes a first reinforcing rib 24, the first reinforcing rib 24 extends along the length direction of the track unit 100, and at least one of the upper through plate 21 and the lower through plate 22 is provided with the first reinforcing rib 24, so that the local stability of the structure of the track unit 100, for example, the structural stability of the cavity 20, can be improved, the use safety and reliability of the track unit 100 can be ensured, and at the same time, the upper through plate 21 and/or the lower through plate 22 can be appropriately thinned on the premise that the use reliability of the track unit 100 is ensured, so as to reduce the cost and reduce the weight. The first reinforcing rib 24 is located in the cavity 20, so that the first reinforcing rib 24 does not occupy the space outside the cavity 20, which is beneficial to improving the structural compactness of the track unit 100.

As shown in fig. 1, 2, and 5-8, the height of the first reinforcing rib 24 in the vertical direction may be less than half of the height of the cavity 20 in the vertical direction, so as to save the material consumption of the first reinforcing rib 24 and reduce the cost while ensuring the structural stability of the track unit 100.

For example, in the example of fig. 1, 2, and 5 to 8, the upper through plate 21 and the lower through plate 22 are each provided with a plurality of first reinforcing ribs 24, and the plurality of first reinforcing ribs 24 on the upper through plate 21 are arranged at intervals in the width direction of the track unit 100, the plurality of first reinforcing ribs 24 on the upper through plate 21 are arranged in parallel, the plurality of first reinforcing ribs 24 on the lower through plate 22 are arranged at intervals in the width direction of the track unit 100, and the plurality of first reinforcing ribs 24 on the lower through plate 22 are arranged in parallel.

It should be noted that, in the description of the present invention, "a plurality" means two or more. Of course, the number of the first reinforcing ribs 24 of the upper through plate 21 may be one; the first reinforcing rib 24 of the lower through plate 22 may be one.

Alternatively, the upper through plate 21 and the lower through plate 22 are arranged in parallel, for example, the upper through plate 21 and the lower through plate 22 are both arranged horizontally, and the height of the cavity 20 in the vertical direction may be the separation distance between the upper through plate 21 and the lower through plate 22; of course, the upper through plate 21 and the lower through plate 22 may be provided in non-parallel.

Alternatively, when the first reinforcing ribs 24 are provided on both the upper through plate 21 and the lower through plate 22, the number of the first reinforcing ribs 24 on the upper through plate 21 is equal to the number of the first reinforcing ribs 24 on the lower through plate 22, and each first reinforcing rib 24 on the upper through plate corresponds to one first reinforcing rib 24 on the lower through plate 22.

Of course, the first reinforcing rib 24 may be provided on the upper through plate 21 and the first reinforcing rib 24 may not be provided on the lower through plate 22, and in this case, one or more first reinforcing ribs 24 may be provided on the upper through plate 21. Alternatively, the first reinforcing rib 24 may be provided on the lower through plate 22 and the first reinforcing rib 24 may not be provided on the upper through plate 21, and in this case, one or more first reinforcing ribs 24 may be provided on the lower through plate 22.

Alternatively, the length of the first reinforcement rib 24 may be equal to the length of the upper through plate 21, and of course, the length of the first reinforcement rib 24 may also be smaller than the length of the upper through plate 21.

Alternatively, the cross-sectional shape of the first reinforcing rib 24 may be rectangular, so that the first reinforcing rib 24 has a simple structure and is convenient to process; of course, the cross-sectional shape of the first reinforcing rib 24 is not limited thereto, and may be, for example, an i-shape or an L-shape.

In some embodiments, at least one of the upper through plate 21 and the lower through plate 22 is provided with a plurality of first reinforcing ribs 24 spaced apart in a width direction of the track unit 100, and the first reinforcing ribs 24 are disposed perpendicular to the corresponding side through plate (e.g., the upper through plate 21 or the lower through plate 22), thereby securing a reinforcing effect of the first reinforcing ribs 24 and facilitating the disposition of the first reinforcing ribs 24. For example, as shown in fig. 5 to 8, a plurality of first reinforcing ribs 24 are provided on each of the upper and lower pass-through plates 21 and 22, the plurality of first reinforcing ribs 24 on the upper pass-through plate 21 are spaced apart in the width direction of the track unit 100, each first reinforcing rib 24 on the upper pass-through plate 21 is provided perpendicular to the upper pass-through plate 21, the plurality of first reinforcing ribs 24 on the lower pass-through plate 22 are spaced apart in the width direction of the track unit 100, and each first reinforcing rib 24 on the lower pass-through plate 22 is provided perpendicular to the lower pass-through plate 22.

Of course, a plurality of first reinforcing ribs 24 provided at intervals in the width direction of the rail unit 100 may be provided on the upper through plate 21, and the first reinforcing ribs 24 are not provided on the lower through plate 22, in which case each first reinforcing rib 24 on the upper through plate 21 is perpendicular to the upper through plate 21. Alternatively, the lower through plate 22 is provided with a plurality of first reinforcing ribs 24 spaced apart in the width direction of the rail unit 100, and the upper through plate 21 is not provided with the first reinforcing ribs 24, and at this time, each of the first reinforcing ribs 24 on the lower through plate 22 is perpendicular to the lower through plate 22.

In some embodiments, as shown in fig. 1, 2, and 5-8, the connection assembly 2 further includes a second reinforcing rib 25, the height of the first reinforcing rib 24 in the up-down direction may be less than half of the height of the cavity 20 in the up-down direction, one end of at least one of the first reinforcing ribs 24 near the center of the cavity 20 is provided with the second reinforcing rib 25, the second reinforcing rib 25 may extend in the length direction of the rail unit 100, the second reinforcing rib 25 is disposed perpendicular to the first reinforcing rib 24, and the middle portion of the second reinforcing rib 25 is connected to the first reinforcing rib 24. Thus, the first reinforcing rib 24 and the second reinforcing rib 25 connected to each other may form a T-shaped reinforcing rib, which is advantageous for further improving the stability of the partial structure of the rail unit 100.

Alternatively, the length of the first reinforcing rib 24 and the length of the second reinforcing rib 25 may be equal in the length direction of the rail unit 100.

In the example of fig. 5-8, each track segment 11 comprises two track beams 111, and a first reinforcing rib 24 and a second reinforcing rib 25 are arranged right below at least one track beam 111 in each track segment 11 to ensure that the track beam 111 is stressed reasonably.

In some embodiments, as shown in fig. 7, the connection assembly 2 further includes a third reinforcing rib 26, the third reinforcing rib 26 extends along the length direction of the rail unit 100, the third reinforcing rib 26 is located in the cavity 20, and the lower end of the third reinforcing rib 26 is connected to the lower through plate 22, the third reinforcing rib 26 may be vertically arranged, and the height of the third reinforcing rib 26 in the up-down direction is greater than one-half of the height of the cavity 20 in the up-down direction. Thereby, the partial structural stability of the rail unit 100 may be improved.

Wherein, the length of the third reinforcing rib 26 extending along the length direction of the rail unit 100 may be less than the entire length of the rail unit 100.

As shown in fig. 7, the number of the third reinforcing ribs 26 is multiple, and the multiple third reinforcing ribs 26 are spaced apart along the width direction of the rail unit 100, and the connection assembly 2 further includes fourth reinforcing ribs 27, the fourth reinforcing ribs 27 extend along the length direction of the rail unit 100, the fourth reinforcing ribs 27 may be horizontally arranged, the fourth reinforcing ribs 27 are spaced apart and provided below the upper through plate 21, and the top end of each third reinforcing rib 26 is connected to the fourth reinforcing rib 27. Thus, by providing the fourth reinforcing rib 27, the third reinforcing rib 26 and the fourth reinforcing rib 27 can be formed as an integral reinforcing rib to enhance the reinforcing effect.

As shown in fig. 7, the track unit 100 includes two track sections 11, the track unit 100 includes a support 3, the support 3 is located below the track sections 11, and the support 3 is supported and connected at the bottom of the lower through plate 22, and a plurality of third reinforcing ribs 26 are correspondingly arranged above the support 3, so that the stress of the support 3 can be improved, the bearing capacity of the support 3 is improved, and the stress of the support 3 meets the requirement. For example, in the example of fig. 7, the seat 3 may correspond to three third reinforcing ribs 26, but is not limited thereto.

It is understood that the third reinforcing rib 26 may be provided corresponding to the holder 3 in the length direction of the rail unit 100, and the third reinforcing rib 26 is provided in the cavity 20 at the position where the holder 3 is provided.

The supports 3 can be only arranged at two ends of the length of the track unit 100 to form double-side supporting points of the track unit 100, wherein the single-side supporting point can be only arranged on two supports 3 arranged at intervals along the width direction of the track unit 100, and compared with the track unit designed by a single line, the number of the supports 3 can be reduced, and even the number of the supports 3 can be reduced by half; but is not limited thereto.

In some embodiments, as shown in fig. 3, 6 and 7, the connecting assembly 2 further includes a first diaphragm 281, the first diaphragm 281 extends along a direction intersecting with the length direction of the rail unit 100 at a non-zero included angle, so that the included angle between the first diaphragm 281 and the length direction of the rail unit 100 is non-zero, the first diaphragm 281 is located in the cavity 20, and upper and lower ends of the first diaphragm 281 are respectively connected to the upper through plate 21 and the lower through plate 22, that is, an upper end of the first diaphragm 281 is connected to the upper through plate 21, and a lower end of the first diaphragm 281 is connected to the lower through plate 22, so that the first diaphragm 281 can divide the cavity 20 into a plurality of subchambers 20a arranged along the length direction of the rail unit 100. Therefore, by arranging the first diaphragm plate 281, the local stability of the structure of the track unit 100, especially the structural stability of the cavity 20, can be effectively improved, the use safety and reliability of the track unit 100 are ensured, and meanwhile, the upper through plate 21 and/or the lower through plate 22 can be properly thinned on the premise that the use reliability of the track unit 100 is ensured, so that the cost is reduced and the weight is lightened.

The first diaphragms 281 are one or a plurality of diaphragms spaced apart from each other along the length direction of the rail unit 100. In some embodiments, a plurality of first diaphragms 281 are arranged parallel to each other; in other embodiments, the plurality of first diaphragms 281 are arranged non-parallel.

In some embodiments, as shown in fig. 7, the connection assembly 2 includes a first diaphragm 281, the first diaphragm 281 extends in a direction perpendicular to the length direction of the track section 1, for example, the first diaphragm 281 may be vertically disposed, upper and lower ends of the first diaphragm 281 are respectively connected to the upper through plate 21 and the lower through plate 22, the first diaphragm 281 is a plurality of diaphragms 281 spaced apart along the length direction of the track beam 111, when the track unit 100 includes the support 3, the support 3 is supported at the bottom of the lower through plate 22, and the support 3 corresponds to one of the first diaphragms 281, the support center of the support 3 may be located in a thickness center plane of the first diaphragm 281, so that the track unit 100 is stressed reasonably.

In some embodiments, as shown in fig. 6 and 7, the connection assembly 2 includes a first reinforcing rib 24 and a plurality of first diaphragms 281, the first diaphragms 281 extend in a direction perpendicular to the length direction of the track segment 1, for example, the first diaphragms 281 may be arranged vertically, and the first reinforcing rib 24 may sequentially pass through the plurality of first diaphragms 281 while extending in the length direction of the track unit 100, so as to prevent the first reinforcing rib 24 from interfering with the first diaphragms 281; similarly, when the connecting assembly 2 includes the second reinforcing rib 25, the second reinforcing rib 25 may sequentially pass through the plurality of first diaphragms 281 while extending in the longitudinal direction of the rail unit 100.

Further, in the example of fig. 6 and 7, both ends of the first diaphragm 281 in the width direction of the rail unit 100 extend to be connected to the support plates 23 on the corresponding sides, respectively, that is, one end of the first diaphragm 281 in the width direction of the rail unit 100 extends to be connected to the support plate 23 on the corresponding side, and the other end of the first diaphragm 281 in the width direction of the rail unit 100 extends to be connected to the support plate 23 on the corresponding side, so that the reinforcing effect of the first diaphragm 281 is further improved, the structural stability of the cavity 20 is effectively improved, and the lateral stiffness and the torsional stiffness of the rail unit 100 are further improved.

Of course, at least one end of the first diaphragm 281 in the width direction of the rail unit 100 may be provided without being connected to the support plate 23 of the corresponding side.

As shown in fig. 6 and 7, a through hole 2810 is formed in the first diaphragm 281, the through hole 2810 may penetrate through the first diaphragm 281 in the thickness direction of the first diaphragm 281, and an operator may move from one side of the thickness of the first diaphragm 281 to the other side of the thickness of the first diaphragm 281 through the through hole 2810, so as to facilitate welding, maintenance and the like.

It is understood that when there are a plurality of first diaphragms 281, through-going man-passing holes 2810 may be formed in each first diaphragm 281, or through-going man-passing holes 2810 may not be formed in the first diaphragm 281 at the middle of the track unit 100, and through-going man-passing holes 2810 may be formed in each of the remaining first diaphragms 281.

Optionally, in the example of fig. 6 and 7, a perforation reinforcing rib 2811 is provided at an edge of the perforation 2810, and the perforation reinforcing rib 2811 may be provided to protrude at least from a thickness-side surface of the first diaphragm 281 in a thickness direction of the first diaphragm 281 so as to enhance the structural strength of the first diaphragm 281.

As shown in fig. 7, the connecting assembly 2 further includes a fifth reinforcing rib 29, the fifth reinforcing rib 29 is disposed on the first diaphragm 281, and the fifth reinforcing rib 29 extends in the width direction of the rail unit 100, for example, the fifth reinforcing rib 29 may extend in a straight line, and the fifth reinforcing rib 29 is disposed between the upper through plate 21 and the lower through plate 22 at intervals, thereby improving the structural strength of the first diaphragm 281. Alternatively, the fifth reinforcing rib 29 may be formed as a rib or a groove on the first diaphragm 281; of course, the fifth reinforcing rib 29 may not be provided on the first diaphragm 281.

In some embodiments, as shown in fig. 7, the rail unit 100 includes two rail sections 11, the rail unit 100 includes two supports 3, the two supports 3 are respectively and correspondingly located below the two rail sections 11, and the two supports 3 are both supported and connected at the bottom of the lower through plate 22, the fifth reinforcing rib 29 is located between the two supports 3, and then along the vertical direction, the orthographic projection of the fifth reinforcing rib 29 is located between the orthographic projections of the two supports 3, so that the length of the fifth reinforcing rib 29 in the width direction of the rail unit 100 is reasonable, and the strength of the first diaphragm 281 is further ensured.

It is understood that the two holders 3 may be formed as one fulcrum, and the rail unit 100 may have a plurality of fulcrums.

In some embodiments, as shown in fig. 3, 6 and 7, the connecting assembly 2 further includes a second bulkhead 282, the second bulkhead 282 extends along a direction intersecting the length direction of the track unit 100 at a non-zero angle, the angle between the second bulkhead 282 and the length direction of the track unit 100 is non-zero, the second bulkhead 282 is connected between the upper through plate 21 and the lower through plate 22, and the second bulkhead 282 is located on the side of the support plate 23 away from the cavity 20, the second bulkhead 282 may be located outside the cavity 20, the upper end of the second bulkhead 282 may be connected to the upper through plate 21, and the lower end of the second bulkhead 282 may be connected to the lower through plate 22. Therefore, by arranging the second diaphragm plate 282, the local stability of the structure of the track unit 100, especially the structural stability of the cavity 20, can be effectively improved, and the use safety and reliability of the track unit 100 are ensured.

The second diaphragm 282 may be one or a plurality of diaphragms spaced apart along the length of the rail unit 100. In some embodiments, a plurality of second diaphragms 282 are arranged parallel to one another; in other embodiments, the plurality of second diaphragms 282 are disposed non-parallel.

In some embodiments, as shown in fig. 4, the upper through plate 21 is a flat plate, and the lower through plate 22 is a curved plate with two lower ends and a higher middle in the length direction, so that in the length direction of the track unit 100, the height of the cavity 20 is larger at the two ends and smaller in the middle, and the change trend of the height of the cavity 20 is a curve change that is firstly reduced and then increased, so that the cavity 20 is formed as a variable cross-section cavity in the length direction of the track unit 100, which can save material and reduce cost on the premise of meeting the stress requirement of the track unit 100.

Of course, the height variation of the cavity 20 is not limited thereto. In addition, the height of the cavity 20 may be maintained constant along the length of the rail unit 100.

In the example of fig. 4, the height of the track segment 11 may be 600mm, and the height of the track segment 11 is constant along the length direction of the track unit 100; but is not limited thereto.

In some embodiments, as shown in fig. 1 and 2, the track beam 111 includes an upper wing plate 1111 and a web 1112, the upper wing plate 1111 and the web 1112 both extend along the length direction of the track unit 100, the upper wing plate 1111 and the upper through plate 21 are spaced apart from each other up and down, and the web 1112 is connected between the upper wing plate 1111 and the upper through plate 21, so that the track beam 111 is substantially formed as a T-shaped beam, which has a simple structure, and compared with a box-shaped beam in the related art, particularly a track beam with a relatively limited size, and the T-shaped beam is an open beam body, which increases the construction space for welding or assembling processes, and easily ensures the quality of welding, so that the quality of the track beam 111 is easily ensured, and greatly reduces the welding workload, and facilitates the installation of the connection assembly 2, and improves the construction efficiency. In addition, compared with the box girder, the steel girder for the track girder 11 is greatly saved, the girder body has light weight, and the unification of economy and practicability is realized.

In the example of fig. 5, the two support plates 23 are connected between the width-side portions of the upper through plate 21 and the width-side portions of the lower through plate 22, respectively, and thus the connection position of the support plate 23 and the upper through plate 21 may be spaced apart from the edge of the upper through plate 21 on the side corresponding to the width, and the connection position of the support plate 23 and the lower through plate 22 may be spaced apart from the edge of the lower through plate 22 on the side corresponding to the width. For example, there are two track segments 11, four track beams 111, and two outer track beams 111 are disposed corresponding to the two support plates 23 up and down, for example, the webs 1112 of the two outer track beams 111 are disposed opposite to the corresponding support plates 23 up and down. Here, the direction "outward" refers to a direction away from the center plane of the width of the rail unit 100 in the width direction of the rail unit 100.

As shown in fig. 6-8, the track beam 111 further includes a third diaphragm 1113, the third diaphragm 1113 extends along a direction intersecting the length direction of the track unit 100 at a non-zero angle, and the angle between the third diaphragm 1113 and the length direction of the track unit 100 is non-zero, for example, the third diaphragm 1113 may extend along a direction perpendicular to the length direction of the track unit 100, the third diaphragm 1113 is connected between the upper wing plate 1111 and the upper through plate 21, and the third diaphragm 1113 is located on a side of the web 1112 away from the center of the corresponding track segment 11. From this, through setting up third cross slab 1113, can effectively promote rail beam 111's structural strength, guarantee rail beam 111 stable in structure, reliable.

The third diaphragm 1113 may be one or a plurality of diaphragms spaced apart from each other along the length of the track beam 111.

Alternatively, as shown in fig. 6-8, an end of the third diaphragm 1113 adjacent to the web 1112 may be connected to the web 1112, which is beneficial to further enhance the reinforcing effect of the third diaphragm 1113.

In some embodiments, as shown in fig. 3, 6-8, the connecting assembly 2 includes a second diaphragm 282, the second diaphragm 282 extends perpendicular to the length direction of the track unit 100, the second diaphragm 282 is connected between the upper through plate 21 and the lower through plate 22, the second diaphragm 282 is located on the side of the support plate 23 away from the cavity 20, the second diaphragm 282 may be located outside the cavity 20, the upper end of the second diaphragm 282 may be connected to the upper plate 21, the lower end of the second diaphragm 282 may be connected to the lower through plate 22, the second diaphragm 282 is a plurality of second diaphragms 1113 spaced apart along the length direction of the track beam 111, in this case, the third diaphragm 1113 also extends perpendicular to the length direction of the track unit 100, the third diaphragm 1113 is a plurality of second diaphragms 1113 spaced apart along the length direction of the track beam 111, the plurality of third diaphragms 1113 correspond to the plurality of second diaphragms 282 one by one, so that each third diaphragm 1113 corresponds to one second diaphragm 282, and each third diaphragm 1113 and the corresponding second diaphragm 282 can form an integral reinforcing structure, which is beneficial to further improving the reinforcing effect of the third diaphragm 1113 and the second diaphragm 282.

In the example of fig. 3, 6-8, the plurality of third diaphragm plates 1113 correspond to the plurality of second diaphragm plates 282 one by one, which means that each third diaphragm plate 1113 is located in the same plane as the corresponding second diaphragm plate 282, and the thickness center plane of each third diaphragm plate 1113 is located in the same plane as the thickness center plane of the corresponding second diaphragm plate 282.

In some embodiments, as shown in fig. 3, 6 to 8, the connecting assembly 2 includes a first diaphragm 281, the first diaphragm 281 extends in a direction perpendicular to the length direction of the track unit 100, so that the first diaphragm 281 is perpendicular to the length direction of the track unit 100, the first diaphragm 281 is located in the cavity 20, and upper and lower ends of the first diaphragm 281 are respectively connected to the upper perforated plate 21 and the lower perforated plate 22, that is, an upper end of the first diaphragm 281 is connected to the upper perforated plate 21, a lower end of the first diaphragm 281 is connected to the lower perforated plate 22, the first diaphragm 281 is a plurality of diaphragms 281 spaced apart in the length direction of the track beam 111, in this case, the third diaphragm 1113 also extends in the direction perpendicular to the length direction of the track unit 100, the third diaphragm 1113 is a plurality of diaphragms 1113 spaced apart in the length direction of the track beam 111, the plurality of third diaphragms 1113 correspond to the arrangement positions of the plurality of first diaphragms 281 one to one, each third diaphragm 1113 corresponds to one first diaphragm 281, and each third diaphragm 1113 and the corresponding first diaphragm 281 may form an integral reinforcement structure, which is beneficial to further enhance the reinforcement effect of the third diaphragm 1113 and the first diaphragm 281.

In the example of fig. 3, 6-8, the plurality of third diaphragm plates 1113 correspond to the plurality of first diaphragm plates 281 one by one, which means that each third diaphragm plate 1113 is located in the same plane as the corresponding first diaphragm plate 281, and the thickness center plane of each third diaphragm plate 1113 is located in the same plane as the thickness center plane of the corresponding first diaphragm plate 281.

As shown in fig. 1, 2, 5 to 8, the web 1112 is disposed offset from the center of the upper wing plate 1111, and the connection position of the web 1112 and the upper wing plate 1111 is offset from the center of the upper wing plate 1111 in the width direction of the rail unit 100; when the rail vehicle runs along the rail unit 100, the running wheels of the rail vehicle are suitable for being supported on the upper wing plate 1111 to run, the guide wheels of the rail vehicle are suitable for being matched with the web 1112 to realize guiding, and the web 1112 is arranged in a mode of deviating from the center of the upper wing plate 1111, so that the relative positions of the web 1112 and the upper wing plate 1111 can be matched with the relative positions of the running wheels and the guide wheels, and the guide wheels can be better matched with the web 1112 on the premise that the upper wing plate 1111 effectively supports the running wheels to run. Furthermore, when the third diaphragm 1113 is provided, the arrangement of the web 1112 offset from the center of the upper wing 1111 may make the assembly space of the third diaphragm 1113 larger, which facilitates to improve the accuracy of the rail unit 100, thereby improving the safety of the rail vehicle in running.

For example, in the example of fig. 1, 2 and 5, the guide wheel is adapted to fit on the side of the web 1112 near the connection assembly 2 in the width direction of the rail unit 100, in which case the rail unit 100 may form an internally guided rail; at this time, the upper wing plate 1111 may form a rollover prevention flange at a portion beyond the web 1112 in the width direction of the rail unit 100 toward the width center direction of the rail unit 100, so as to cooperate with a rollover prevention device of the rail vehicle, thereby preventing the rail vehicle from being accidentally overturned.

Of course, the guide wheel may also be fitted on the side of the web 1112 remote from the connection assembly 2 in the width direction of the rail unit 100, in which case the rail unit 100 may form an externally guided rail.

The traffic track 200 according to the second aspect of the present invention comprises at least one section of track unit 100 according to the above-described first aspect of the present invention.

For example, as shown in fig. 9, the traffic track 200 may include a first track unit, which is the track unit 100 according to the above-described first aspect of the present invention. The first track unit can be one or more sections; when the first track unit is a plurality of first track units, the plurality of first track units may be arranged along the length direction of the transportation track 200, and the structures of the plurality of first track units may be completely the same or may not be completely the same.

According to the traffic track 200 provided by the embodiment of the invention, by adopting the track unit 100, the structural design is reasonable, the transverse rigidity of the traffic track 200 is favorably improved, the traffic track 200 is ensured to be used safely and reliably, the driving safety of rail vehicles is improved, and the economical efficiency is good.

Further, the transportation rail 200 may further include a second rail unit, and the second rail unit and the first rail unit may be arranged in a length direction of the transportation rail 200, and a structure of the second rail unit may be different from a structure of the first rail unit.

Other constructions and operations of the traffic track 200 according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description of the present invention, it is to be understood that the terms "center", "thickness", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.