CN204282235U - The semiclosed wind shielding structure of a kind of high-speed railway split blade type channel beam - Google Patents

Abstract

The utility model relates to a half-closed wind-shielding structure of a segmented trough beam for a high-speed railway. The existing windproof measures for ordinary-speed railway bridges cannot meet the windproof requirements of high-speed railway bridges in windy areas. The utility model includes multi-channel arch frames arranged at longitudinal intervals across the webs at the left and right ends of the channel beam; the lower parts of the two vertically adjacent arch frames are connected and fixed with windshields, and the upper part of the windshields is provided with windshields Opening, the arch frame is divided into skeleton section, opening section and no-hole section from top to bottom. The windshield structure of the utility model is composed of "trough beam + arch frame + windshield". The beam web structure and the upper windshield structure together play the role of preventing crosswind, changing the crosswind effect on the car body , which improves the critical wind speed for safe train operation; at the same time, the height of the windshield is higher than that of the catenary contact line, which can reduce the impact of the catenary from strong winds, increase the stability of train operation, and reduce operational failures.

Description

A semi-enclosed windshield structure of segmented trough beams for high-speed railways

technical field

    The utility model belongs to the technical field of high-speed railway windproofing, in particular to a semi-closed windproofing structure of a high-speed railway segmented channel beam.

Background technique

The Baili wind area in Xinjiang is one of the most severe railway wind disasters in my country and even in the world. Existing railways have experienced speed limit and stoppages many times, and there have even been major accidents in which trains were overturned by strong winds, causing serious damage to railway transportation and production. significant loss. For the Bailifeng area, due to harsh construction conditions, extreme drought and water shortage, it is impossible to set up a beam yard, and the prefabricated erection of the existing high-speed railway box girder cannot be realized. A new beam type is needed to solve this problem. At the same time, most of the existing theoretical studies and technical measures of wind protection at home and abroad adopt wind-shielding structures on the bridge deck to play a role in wind protection. If the windshield structure is damaged, the safety of the train will be difficult to guarantee under strong cross winds. Therefore, it is necessary to develop a safer and reasonable windproof structure system to meet the needs of trains passing through the windy area safely and quickly.

Contents of the invention

The purpose of the utility model is to provide a half-closed windshield structure of a segmented trough beam for a high-speed railway, so as to improve the driving safety of the high-speed railway.

The technical scheme adopted in the utility model is:

A semi-enclosed windshield structure of segmented trough beams for high-speed railways, characterized in that:

Contains multiple arches arranged at longitudinal intervals across the webs at the left and right ends of the channel beam;

The lower parts of the longitudinally adjacent two arches are connected and fixed with a windshield, and the upper part of the windshield is provided with a windshield opening, and the arch is divided into a skeleton section, a hole section and a non-hole section from top to bottom.

The arch frame is H-shaped steel formed by splicing.

The bottom surface of the arch frame is provided with a base plate, and the base plate is symmetrically provided with stiffening plates;

The arch frame is fixed to the channel beam web embedded parts in the channel beam web through the bottom plate, so as to be vertically fixed on the channel beam web.

The windshield is a horizontal corrugated steel plate connected in parallel up and down, each plate is 0.5m high, 2.0m long, 4mm thick, and has a wave height of 70mm;

The opening rate of the windshield provided with the windshield openings is 10% or 20%, and the openings are all round end holes, including long round end holes and short round end holes, and are arranged at intervals.

The left and right ends of the windshield are provided with card slots, and the windshield is fixed to the arch through the windshield fixing bolts.

The utility model has the following advantages:

1) The windshielding effect is good, and the safety of the train under cross wind is high:

The wind-shielding structure is set on the web of the grooved beam, and the combination of the perforated plate and the non-perforated plate forms a combined wind-shielding structure, which has an obvious wind-shielding effect, and the rollover and overturning moment of the train subjected to cross winds is reduced to that of when no wind-shielding structure is installed. About 80% of the train's safety under crosswind.

2) The connection between the arch frame and the web of the beam body is highly secure:

Compared with the structure in which the traditional arch frame is only connected with the beam body ballast wall, the beam body web can provide a larger anchoring distance and anchoring depth, fully meet the anchoring requirements of the connecting bolts, and solve the common speed windshield structure due to bolt fatigue. Insufficient windshield capacity brought about.

3) It can not only meet the windproof requirements of the train, but also meet the windproof needs of the catenary:

The single-side or double-side windshield structure can ensure the overturning safety of the train, but the wind speed at the catenary will be strengthened. The height of the windshield is higher than the contact line of the catenary, which can reduce the influence of the catenary from strong winds, improve the reliability of the pantograph-catenary flow of the train under strong winds, and reduce the failure of train operation.

4) It can meet the needs of sand prevention in areas with severe wind and sand:

By adjusting the laying range of the top unit slabs and the opening ratio of the unit slabs of the semi-enclosed windshield structure, it can solve the sand prevention needs on the bridge in sandstorm areas. At the same time, due to the semi-closed structure, the aerodynamic effect of the train is small.

Description of drawings

Fig. 1 is the utility model elevation view.

Fig. 2 is a side view of the utility model.

Figure 3 is a structural diagram of the windshield without openings.

Figure 4 is a structural diagram of the perforated windshield.

In the figure, 1-arch frame, 2-trough beam, 3-skeleton section, 4-opening section, 5-no hole section, 6-windshield, 7-windshield fixing bolt, 8-stiffening plate, 9-Channel beam web embedded parts, 10-windshield opening, 11-card slot, 12-bottom plate.

Detailed ways

The utility model is described in detail below in conjunction with specific embodiments.

The utility model proposes a brand-new high-speed railway wind-shielding structure form, and the high-speed railway sliced channel beam semi-closed wind-shielding structure. For the first time, the concept of combining the beam body with the wind-shielding function and the wind-shielding structure in the core area of the strong wind was proposed, and the groove-shaped beam was applied to the high-speed railway bridge project for the first time. The windshield structure provides a new option.

It involves a semi-closed windshield structure of segmented channel beams for high-speed railways, including multi-channel arches 1 arranged at longitudinal intervals and spanning the webs at the left and right ends of channel beams 2, which are H-shaped steels formed by splicing. The bottom surface of the arch frame 1 is provided with a base plate 12, and the base plate 12 is symmetrically provided with a stiffening plate 8, and the arch frame 1 is fixed with the channel beam web embedded part 9 in the web plate of the channel beam 2 through the base plate 12, thereby standing upright on the Channel beam 2 webs. The lower parts of two vertically adjacent arches 1 are connected and fixed with a windshield 6, and the upper part of the windshield 6 is provided with a windshield opening 10, and the arch 1 is divided into a skeleton section 3, an opening section 4 and Non-porous segment 5. The windshield 6 is a horizontal corrugated steel plate connected in parallel up and down, each plate is 0.5m high, 2m long, 4mm thick, and has a wave height of 70mm; the opening ratio of the windshield 6 provided with the windshield opening 10 is 10% or 20%, the openings are all round end holes, including long round end holes and short round end holes, and are arranged at intervals. The left and right ends of the windshield 6 are provided with card slots 11 , and the windshield 6 is fixed to the arch 1 through the windshield fixing bolts 7 .

The windshield structure of the utility model is composed of "trough-shaped beam+arch frame+windshield". The beam body adopts a 16m split trough structure, with two single-line beams juxtaposed horizontally, and the total width of the bridge deck is 12.76m. The channel beam not only bears the vertical live load of the line, but also participates in horizontal wind protection as a part of the wind protection structure. The beam web structure and the upper windshield structure together play the role of preventing cross wind.

For the position of the catenary column, the arc-shaped box-shaped column is used to realize the joint construction of the windshield structure column and the catenary column, which optimizes the layout of the bridge deck, reduces the width of the channel beam, and saves investment.

The construction sequence is generally arranged as follows: burying the embedded parts of the windshield structure when tying the steel bars in the beam yard → pouring the channel beam body → measuring the position of the embedded parts and meeting the design requirements → erecting the beam body → processing the steel components near the work site Centrally prefabricated arch frame 1, windshield 6 and other components → transported to the site → installed arch frame 1 and tightened the nuts of arch frame 1 and channel beam web embedded part 9 → installed wind shield in sequence from bottom to top The plate 6 contains a card slot and tightens the bolts between the arch 1 and the windshield fixing bolt 7 → install the windshield.

The arch frame 1 is hoisted to the position of the theoretical center line by a crane, and the vertical beam surface of the component is ensured, and then the arch frame and the channel beam are connected by nuts to form a whole.

After checking and adjusting the windshield structure, the high-strength bolts should be initially screwed, and the high-strength bolts that have been initially screwed should be checked by knocking, and straight marks should be drawn on the bolts, nuts, washers and components, so as to check whether there is any damage during the final screwing. Leakage and washer or bolt turning. The torque method is used for final screwing, and the torque wrench must be calibrated before use, and the torque error shall not be greater than ±5% of the used torque value. The initial and final tightening of high-strength bolts shall be completed within the same working day.

If the embedded parts and additional anchoring steel bars and steel plates collide with the bellows during installation, the steel bars can be moved or bent appropriately, and the minimum protective layer requirements should be guaranteed.

The content of the utility model is not limited to the examples listed, and any equivalent transformations taken by those skilled in the art to the technical solution of the utility model by reading the specification of the utility model are covered by the claims of the utility model.

Claims (5)

1. A high-speed railway segmented channel beam semi-closed windshield structure, characterized in that: It includes a multi-channel arch (1) arranged at longitudinal intervals and spanning the webs at the left and right ends of the channel beam (2); The lower parts of the two longitudinally adjacent arches (1) are connected and fixed with a windshield (6), and the upper part of the windshield (6) is provided with a windshield opening (10), and the arches (1) are divided from top to bottom. It is the skeleton segment (3), the perforated segment (4) and the non-perforated segment (5). 2. A kind of high-speed railway segmented channel beam semi-closed windshield structure according to claim 1, characterized in that: The arch (1) is H-shaped steel formed by splicing. 3. A kind of high-speed railway segmented channel beam semi-closed windshield structure according to claim 2, characterized in that: The bottom surface of the arch (1) is provided with a bottom plate (12), and the bottom plate (12) is symmetrically provided with stiffening plates (8); The arch frame (1) is fixed to the channel beam web pre-embedded part (9) in the channel beam (2) web through the base plate (12), so as to be vertically fixed on the channel beam (2) web. 4. A high-speed railway segmented channel beam semi-closed windshield structure according to claim 3, characterized in that: The windshield (6) is a horizontal corrugated steel plate connected in parallel up and down, each plate is 0.5m high, 2.0m long, 4mm thick, and has a wave height of 70mm; The opening rate of the windshield (6) provided with the windshield opening (10) is 10% or 20%, and the openings are all round end holes, including long round end holes and short round end holes, and are arranged at intervals. 5. A high-speed railway segmented channel beam semi-closed windshield structure according to claim 4, characterized in that: The left and right ends of the windshield (6) are provided with card slots (11), and the windshield (6) is fixed to the arch (1) through the windshield fixing bolts (7).