CN205617164U - Low circuit single line location end thorn formula support rail girder segment limit structure within a definite time that puts of well low -speed maglev traffic engineering - Google Patents
Low circuit single line location end thorn formula support rail girder segment limit structure within a definite time that puts of well low -speed maglev traffic engineering Download PDFInfo
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- CN205617164U CN205617164U CN201620388206.0U CN201620388206U CN205617164U CN 205617164 U CN205617164 U CN 205617164U CN 201620388206 U CN201620388206 U CN 201620388206U CN 205617164 U CN205617164 U CN 205617164U
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Abstract
The utility model discloses a low circuit single line location end thorn formula support rail girder segment limit structure within a definite time that puts of well low -speed maglev traffic engineering, including the support rail roof beam under roadbed filler, support rail roof beam under layer, two section adjacent support rail roof beams, prevent vertical wrong platform attachment strap, prevent that horizontal wrong platform convex platform and support rail roof beam are backfilled and pack, prevent vertical wrong platform attachment strap fixed set up in roadbed filler goes up and its lower extreme stretches into under the support rail roof beam roadbed filler under the support rail roof beam. The utility model discloses a position sets up mistake proofing platform reinforced concrete attachment strap between support rail girder segment, with the setting of support rail roof beam on having the reinforced concrete mistake proofing platen of certain rigidity with the lot, effectively avoided the not smooth -going problem of rail surface that causes because of foundation uneven settlement under the support rail roof beam.
Description
Technical field
This utility model belongs to that middle low speed magnetic suspension is low puts line area, puts circuit single line location support rail beam internode position limiting structure more particularly, to middle low speed magnetic suspension traffic engineering is low.
Background technology
Middle low speed magnetic suspension track traffic belongs to a kind of novel traffic mode, and current achievement in research both domestic and external is less, and the circuit minority especially of operation is opened in the whole world.Current only middle low speed magnetic suspension railway comercial operation line-the East Hillside Line that in March, 2005, Japan's construction was opened and the middle low speed magnetic suspension railway business operating line that in June, 2014, Korea S opened.And the middle low speed magnetic suspension traffic of China only has National University of Defense technology's test wire, Green City Mountain test wire, Tangshan experiment line at present, but the formal circuit not put into effect, and all based on elevated structure, rarely seen about the low research put in terms of circuit support rail girder construction and application.
In conventional general speed wheel rail railway, circuit is big to the adaptation ability of deformation, the most loose to the settlement Control standard-required of roadbed, thus has substantial amounts of circuit to build on fill subgrade；Current non-fragment orbit high-speed railway, although the settlement after construction of roadbed under line being required very strict, many circuits are still had to build on fill subgrade, it is desirable under line, roadbed is built by structures, there is the ability of enough intensity and resistance to deformation, steady in a long-term under various natural environment.And the mode that middle low speed magnetic suspension traffic line magnetic suspension train uses " embracing rail to travel " is run, the F rail of middle low speed magnetic suspension traffic line is to be spliced by the shortest rail scene, and leave rail break joint, the requirement of the even running of magnetic suspension train F rail to be met, it is necessary for ensureing by line construction of putting low under rail, thus, magnetic suspension traffic circuit is higher to the deformation controlling standards of sub rail foundation and the requirement of ride comfort.
In order to prevent excessive temperature stress and differential settlement, traditional support rail girder construction typically uses often joint 10～30m to arrange expansion joint, under support rail beam, basis is by the earth structure of rock and soil constitution, by landform, the impact of the factors such as geological conditions, quality is the most wayward, therefore under load and various nature and various effect of natural environment, it is easily generated differential settlement, inconsistent settlement after construction is there will be unavoidably between adjacent support rails beam, support rail beam is caused to produce faulting of slab ends, thus affect the ride comfort of F rail, F rail is possibly even caused to produce faulting of slab ends, the problems such as deformation, the normal operation of levitation train will be affected time serious.
Utility model content
For disadvantages described above or the Improvement requirement of prior art, this utility model provides that middle low speed magnetic suspension traffic engineering is low puts circuit single line location support rail beam internode position limiting structure, and construction quality is easier to control, and long-time stability are more preferable.This structure should meet middle low speed magnetic suspension traffic engineering track structure and deform support rail girder construction and the high request of settlement after construction, meets the requirement of the controllability of bedding long-time stability, durability and construction quality again, and economy is more preferably.
For achieving the above object, according to this utility model, provide that middle low speed magnetic suspension traffic engineering is low puts circuit single line location support rail beam internode position limiting structure, it is characterized in that, including roadbed filling, support rail beam beam underlayer, two adjacent sections support rail beam, anti-vertical faulting of slab ends attachment strap, anti-horizontal faulting of slab ends boss and support rail beam backfill filler under support rail beam, wherein
Described anti-vertical faulting of slab ends attachment strap is fixedly installed on roadbed filling and its lower end under described support rail beam and stretches into roadbed filling under described support rail beam, and the bottom face of described anti-vertical faulting of slab ends attachment strap is provided with multiple square double wedge, and described square double wedge is made up of concrete；
Described support rail beam beam underlayer is layed under described support rail beam on the top end face of roadbed filling；
Described two joint support rail beams are all fixedly installed on the top end face of described support rail beam beam underlayer, longitudinally extending the most along the longitudinal direction of the street support rail beam that goes out, and they relative one end are all fixedly installed on the top end face of described anti-vertical faulting of slab ends attachment strap；Often joint support rail beam all includes support rail beam lower raft and the support rail beam top beam body being fixedly installed on described support rail beam lower raft；, between two described support rail beam top beam body, there is upper expansion joint in expansion joint in the presence of between two described support rail beam lower rafts；
Described anti-horizontal faulting of slab ends boss quantity is two, and the two prevents that the horizontal faulting of slab ends boss left and right sides is arranged, each described anti-horizontal faulting of slab ends boss is all fixedly installed on the top end face of anti-vertical faulting of slab ends attachment strap, and each described anti-horizontal faulting of slab ends boss is separately positioned on the position corresponding to described lower expansion joint, one of them prevents that the left side of horizontal faulting of slab ends boss and two described support rail beams is fixedly connected with, another prevents that the right side of horizontal faulting of slab ends boss and two described support rail beams is fixedly connected with, to prevent two described support rail beam transverse shiftings；
The left side of every described support rail beam and right side are respectively provided with described support rail beam backfill filler.
Preferably, described anti-between vertical faulting of slab ends attachment strap and described support rail beam, it is additionally provided with wear-resisting buffer layer.
Preferably, it is provided with expansion joint packing material at described lower expansion joint.
Preferably, the height of described anti-horizontal faulting of slab ends boss is less than the height of described support rail beam lower raft.
Preferably, the cross section of described support rail beam is "convex" shaped.
Preferably, multiple described square double wedges are along the longitudinal arrangement of described support rail beam.
In general, by the contemplated above technical scheme of this utility model compared with prior art, it is possible to obtain following beneficial effect:
(1) support rail beam internode position of the present utility model arranges anti-faulting of slab ends armored concrete attachment strap, support rail beam is arranged on same have on the armored concrete mistake proofing platen of certain rigidity, the problem that effectively prevent the track irregularity caused because of uneven settlement of foundation under support rail beam.
(2) support rail beam of the present utility model, reinforced concrete floor, base plate underlayer and armored concrete mistake proofing platen are combined, the vertical and horizontal stability of support rail beam can be effectively increased, also being beneficial to the maintenance during operation and maintenance, measure is simple, easily construction, cost save, effective.
(3) of the present utility model can regarding stablizes needs, and together, fill subgrade structure anchor under support rail beam, internode anti-faulting of slab ends attachment strap, support rail beam is increased the low stability in the large putting line construction.
Accompanying drawing explanation
Fig. 1 is schematic cross-sectional view of the present utility model；
Fig. 2 is schematic longitudinal section of the present utility model；
Fig. 3 is schematic top plan view of the present utility model.
Detailed description of the invention
In order to make the purpose of this utility model, technical scheme and advantage clearer, below in conjunction with drawings and Examples, this utility model is further elaborated.Should be appreciated that specific embodiment described herein, only in order to explain this utility model, is not used to limit this utility model.As long as just can be mutually combined additionally, technical characteristic involved in each embodiment of this utility model disclosed below does not constitutes conflict each other.
With reference to Fig. 1～Fig. 3, middle low speed magnetic suspension traffic engineering is low puts circuit single line location support rail beam internode position limiting structure, including roadbed filling 9, support rail beam beam underlayer 8, two adjacent sections support rail beam, anti-vertical faulting of slab ends attachment strap 1, anti-horizontal faulting of slab ends boss 2 and support rail beam backfill filler 5 under support rail beam, wherein
Described anti-vertical faulting of slab ends attachment strap 1 is fixedly installed on roadbed filling 9 and its lower end under described support rail beam and stretches into roadbed filling 9 under described support rail beam, the bottom face of described anti-vertical faulting of slab ends attachment strap 1 is provided with multiple square double wedge 10, and described square double wedge 10 is made up of concrete, and these square double wedges 10 are along the longitudinal arrangement of described support rail beam, thus define terminal spine formula structure, so that anti-vertical faulting of slab ends attachment strap 1 is preferably fixed under described support rail beam on roadbed filling 9；
Described support rail beam beam underlayer 8 is layed under described support rail beam on the top end face of roadbed filling 9；
Described two joint support rail beams are all fixedly installed on the top end face of described support rail beam beam underlayer 8, often longitudinally the extending the most along the longitudinal direction of joint support rail beam (shown in Fig. 1 for front and back to extend, Fig. 2, Fig. 3 are illustrated that left and right extends), and they relative one end are all fixedly installed on the top end face of described anti-vertical faulting of slab ends attachment strap 1；Often joint support rail beam all includes support rail beam lower raft 7 and the support rail beam top beam body 6 being fixedly installed on described support rail beam lower raft 7；, between two described support rail beam top beam body 6, there is upper expansion joint in expansion joint in the presence of between two described support rail beam lower rafts 7；
Described anti-horizontal faulting of slab ends boss 2 quantity is two, and the two prevents that horizontal faulting of slab ends boss 2 left and right sides is arranged, each described anti-horizontal faulting of slab ends boss 2 is all fixedly installed on the top end face of anti-vertical faulting of slab ends attachment strap 1, and each described anti-horizontal faulting of slab ends boss 2 is separately positioned on the position corresponding to described lower expansion joint, one of them prevents that horizontal faulting of slab ends boss 2 is fixedly connected with two left sides saving described support rail beam, another prevents that horizontal faulting of slab ends boss 2 is fixedly connected with the right side of two described support rail beams, to prevent two joints described support rail beam transverse shifting；
The left and right sides often saving described support rail beam is respectively provided with described support rail beam backfill filler 5.
Further, described anti-between vertical faulting of slab ends attachment strap 1 and described support rail beam, it is additionally provided with wear-resisting buffer layer 3.
Further, it is provided with expansion joint packing material 4 at described lower expansion joint.
Further, the height of described anti-horizontal faulting of slab ends boss 2 is less than the height of described support rail beam lower raft 7.
Anti-vertical faulting of slab ends attachment strap 1 of the present utility model and anti-horizontal faulting of slab ends boss 2 are poured by armored concrete overall binding and form, and are positioned at two support rail beam seam crossings, are arranged between support rail beam lower raft 7 and support rail beam beam underlayer 8.Two support rail beam base plates are overlapped on anti-vertical faulting of slab ends attachment strap 1, and the two produces identical sedimentation and deformation due to shared attachment strap at seam crossing, thus avoids the generation of vertical faulting of slab ends sedimentation.Anti-vertical faulting of slab ends attachment strap 1 both sides arrange anti-horizontal faulting of slab ends boss 2, and after the two uses reinforcing bar binding, one-piece casting is integral, is embedded in roadbed.
This position limiting structure support rail girder construction is evenly arranged along circuit direction of advance, support rail beam uses " convex " type section steel tendon concrete structure of band base plate, the support rail beam beam underlayer 8 of folder paving armored concrete net is set under support rail beam base plate, support rail beam internode arranges anti-faulting of slab ends armored concrete attachment strap, support rail beam is arranged on same and has on the concrete attachment strap of rigidity, the problem that can be prevented effectively from the track irregularity caused because of uneven settlement of foundation under support rail beam, support rail beam simultaneously, base plate, the vertically and horizontally stability that can be effectively increased structure combined by bed course and internode mistake proofing platen.
Concrete construction forming process of the present utility model is as follows:
(1) smooth construction site, processes ground according to geological conditions；
(2) carry out filling and being compacted of fill subgrade structure under support rail beam, detect qualified after lay support rail beam beam underlayer 8 and internode anti-faulting of slab ends attachment strap；
(3) beam-and-rail beam underlayer 8 is entertained and after internode anti-faulting of slab ends attachment strap reaches design strength, formwork erection pours the reinforced concrete floor on bed course, during pouring, by design lay two layers polyester long filament composite polyethylene geomembrane and between base plate expansion joint filled bitumen wood wool board；
(4) after reinforced concrete floor reaches design strength, according to support rail beam size formwork erection, assembling reinforcement after-pouring concrete, concrete curing is carried out by design requirement；
(5) after each parts concrete reaches design strength, difference form removal, then backfills bedding filler in reinforced concrete floor thickness range, and outward-dipping weathering is made in backfill face.
Those skilled in the art is easy to understand; the foregoing is only preferred embodiment of the present utility model; not in order to limit this utility model; all any amendment, equivalent and improvement etc. made within spirit of the present utility model and principle, within should be included in protection domain of the present utility model.
Claims (6)
1. in, low speed magnetic suspension traffic engineering is low puts the circuit single line location terminal spine formula support rail spacing knot of beam internode
Structure, it is characterised in that include that roadbed filling under support rail beam, support rail beam beam underlayer, two adjacent sections are held
Beam-and-rail, anti-vertical faulting of slab ends attachment strap, anti-horizontal faulting of slab ends boss and support rail beam backfill filler, wherein,
Described anti-vertical faulting of slab ends attachment strap is fixedly installed on roadbed filling and its lower end under described support rail beam
Stretching into roadbed filling under described support rail beam, the bottom face of described anti-vertical faulting of slab ends attachment strap is provided with multiple side
Shape double wedge, and described square double wedge is made up of concrete；
Described support rail beam beam underlayer is layed under described support rail beam on the top end face of roadbed filling；
Described two joint support rail beams are all fixedly installed on the top end face of described support rail beam beam underlayer, often save
The longitudinal of support rail beam extends the most along the longitudinal direction, and they relative one end are all fixedly installed on described
On the top end face of anti-vertical faulting of slab ends attachment strap；Often joint support rail beam all includes that support rail beam lower raft sets with fixing
The support rail beam top beam body being placed on described support rail beam lower raft；Two described support rail beam lower rafts
, between two described support rail beam top beam body, there is upper expansion joint in expansion joint in the presence of between；
Described anti-horizontal faulting of slab ends boss quantity is two, and the two prevents setting about horizontal faulting of slab ends boss
Putting, each described anti-horizontal faulting of slab ends boss is all fixedly installed on the top end face of anti-vertical faulting of slab ends attachment strap,
And each described anti-horizontal faulting of slab ends boss is separately positioned on the position corresponding to described lower expansion joint, its
In the left sides of anti-horizontal faulting of slab ends boss and the two described support rail beams of joint be fixedly connected with, another anti-horizontal stroke
It is fixedly connected with to faulting of slab ends boss and two rear sides saving described support rail beam, to prevent two joints described support rail beam
Transverse shifting；
Left side and the right side of often saving described support rail beam are respectively provided with described support rail beam backfill filler.
Middle low speed magnetic suspension traffic engineering the most according to claim 1 is low puts circuit single line location end
Thorn formula support rail beam internode position limiting structure, it is characterised in that described anti-vertical faulting of slab ends attachment strap and described support rail
Wear-resisting buffer layer it is additionally provided with between beam.
Middle low speed magnetic suspension traffic engineering the most according to claim 1 is low puts circuit single line location end
Thorn formula support rail beam internode position limiting structure, it is characterised in that be provided with expansion joint at described lower expansion joint and fill out
Fill material.
Middle low speed magnetic suspension traffic engineering the most according to claim 1 is low puts circuit single line location end
Thorn formula support rail beam internode position limiting structure, it is characterised in that the height of described anti-horizontal faulting of slab ends boss is less than
The height of described support rail beam lower raft.
Middle low speed magnetic suspension traffic engineering the most according to claim 1 is low puts circuit single line location end
Thorn formula support rail beam internode position limiting structure, it is characterised in that the cross section of described support rail beam is in " convex " word
Shape.
Middle low speed magnetic suspension traffic engineering the most according to claim 1 is low puts circuit single line location end
Thorn formula support rail beam internode position limiting structure, it is characterised in that multiple described square double wedges are along described support rail
The longitudinal arrangement of beam.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620388206.0U CN205617164U (en) | 2016-04-29 | 2016-04-29 | Low circuit single line location end thorn formula support rail girder segment limit structure within a definite time that puts of well low -speed maglev traffic engineering |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620388206.0U CN205617164U (en) | 2016-04-29 | 2016-04-29 | Low circuit single line location end thorn formula support rail girder segment limit structure within a definite time that puts of well low -speed maglev traffic engineering |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2017185917A1 (en) * | 2016-04-29 | 2017-11-02 | 中铁第四勘察设计院集团有限公司 | Inter-segment limiting structure having clawed ends for track-bearing beam in single track section of low-set line of mid-to-low speed magnetic levitation transportation project |
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2016
- 2016-04-29 CN CN201620388206.0U patent/CN205617164U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2017185917A1 (en) * | 2016-04-29 | 2017-11-02 | 中铁第四勘察设计院集团有限公司 | Inter-segment limiting structure having clawed ends for track-bearing beam in single track section of low-set line of mid-to-low speed magnetic levitation transportation project |
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