CN210287984U - High-speed magnetic suspension traffic double-line box girder and track structure - Google Patents
High-speed magnetic suspension traffic double-line box girder and track structure Download PDFInfo
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- CN210287984U CN210287984U CN201920391966.0U CN201920391966U CN210287984U CN 210287984 U CN210287984 U CN 210287984U CN 201920391966 U CN201920391966 U CN 201920391966U CN 210287984 U CN210287984 U CN 210287984U
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Abstract
The utility model discloses a high-speed magnetic suspension traffic double-line box girder and track structure, which comprises a prestressed concrete double-line whole-hole box girder (1), wherein the top of the prestressed concrete double-line whole-hole box girder is symmetrically provided with a rail bearing girder (16), and the top of the rail bearing girder (16) is provided with a rail bearing platform (2); the longitudinal and transverse beam type track panel is arranged on the rail bearing platform (2) through a fastener system (3), and comprises two longitudinal beams arranged along the line direction and a plurality of cross beams perpendicular to the line direction, and the line shape of the longitudinal beams is consistent with the line shape of the line. The utility model discloses a double-line case roof beam and track structure, the whole big case roof beam upper berth of double-line puts up the section of track, the section of track is beam structure form with great ease, realized that high-speed magnetism floats and carries out the section of track shop frame like wheel rail high-speed railway, can adjust the rail face elevation very conveniently when the section of track is installed, the section of track elevation also can be adjusted very conveniently through the fastener during operation maintenance, the bridge floor is equipped with convenient maintenance and evacuation passageway, track structure is independent of bridge structures and can realize mechanized laying on the bridge floor.
Description
Technical Field
The utility model belongs to the technical field of magnetic levitation track traffic, more specifically relates to a high-speed magnetic levitation traffic double-line box girder and track structure.
Background
The magnetic suspension traffic system is a novel ground passenger traffic system, and is obviously different from the traditional wheel-rail traffic system in that a vehicle body is suspended above a track by virtue of suspension force, and a walking part of the vehicle body is not in contact with the track. The propulsion generated by the linear induction motor travels on the track. The electrified suspension electromagnet on the suspension frame of the normally-conducting high-speed maglev train and the long stator coil on the track mutually attract each other to provide suspension force for the train, suck the train upwards, and ensure a stable suspension gap by controlling suspension exciting current. The suspension clearance between the electromagnet and the track is generally controlled to be 8-12 mm.
The electrified guide electromagnet on the suspension frame interacts with the guide plate on the side surface of the track to provide a guide force, so that a certain lateral distance is kept between the vehicle body and the track, and the non-contact guide in the horizontal direction is realized. The high-speed maglev train is driven by a non-vehicle-mounted power device, namely a long stator Linear Synchronous Motor (LSM), a suspension electromagnet coil is arranged at the lower part of a vehicle suspension frame, a long stator coil is arranged on a track, and when the long stator coil arranged along the line direction provides three-phase frequency modulation and amplitude modulation power, the train is pushed to advance under the action of electromagnetic induction, so that the complete non-contact traction and braking of the train in a suspension state are realized.
The normal-conduction high-speed magnetic levitation transportation adopts a track beam structure form that a bridge and a track functional part are integrated, the track functional part is arranged at two cantilever end parts (shown in figure 1) of a beam part structure top plate of the bridge to form a track beam, and a sliding top plate, a magnetic guide plate and a stator core of the track functional part are directly embedded in a concrete beam to form the track beam, but the structure system that the track functional part and the beam part structure of the bridge are integrated is adopted at the end of returning.
At present, two types of high-speed magnetic suspension traffic double-line bridges mainly exist, one type is a juxtaposed single-line track beam, two single-line track beams are directly supported on a pier (as shown in figure 2), and no transverse connection structure exists between the two single-line track beams, so that the high-speed magnetic suspension traffic double-line bridges are commonly used for small-span standard simply supported beams; another is to erect a simple rail beam (as shown in fig. 3) on top of the whole hole double-line box beam for the bridge structure with medium span. The two high-speed magnetic suspension traffic double-line bridges have the following defects:
(1) the track function piece is installed at two cantilever tip of the roof beam portion structure roof of bridge and is formed the structural style of track roof beam, and is extremely high to the manufacturing accuracy requirement of track function piece and bridge beam portion structure, and not only the track function piece needs the finish machining to handle, has all proposed very harsh requirement to precast formwork, concrete placement quality, precast beam's of bridge maintenance etc. moreover, has caused track roof beam construction technology complicacy, and the cost of prefabricating and erectting all greatly increased moreover.
(2) During installation of the track functional part, in order to achieve design of the track surface elevation and line shape, the elevation of the track surface needs to be adjusted by integrally adjusting the elevation of the whole track beam through a jack, and the track surface elevation adjusting process in the construction process is very complex.
(3) During the operation of the high-speed magnetic levitation traffic, after the rail surface changes due to settlement, concrete shrinkage and creep and the like, the rail surface elevation can be adjusted through the support of the beam part structure by the ribs, and no other method is used for adjusting the rail surface elevation. When the rail surface elevation is adjusted through the support, the rail surface elevation is adjusted after the whole rail beam is jacked up by the jack, time and labor are wasted, and the linear maintenance of the rail is inconvenient.
(4) The high-speed magnetic suspension double-line bridge adopting the juxtaposed single-line track beam is not provided with an on-bridge maintenance channel and a rescue evacuation channel, so that facilities on the bridge are inconvenient to maintain, and no smooth and convenient evacuation channel exists in case of emergency.
(5) The high-speed magnetic suspension double-line bridge adopting the juxtaposed single-line track beam cannot realize the industrial prefabrication and erection construction method for transporting the beam by a beam transporting trolley on the beam and erecting the bridge by a bridge erecting machine, and the ground transportation quantity mode is greatly limited by the field and the surrounding environment.
(6) The high-speed magnetic suspension double-line bridge with the simple track beam erected on the full-hole double-line box beam is adopted, the volume and the self-weight-average of the simple track beam on the full-hole double-line box beam are large, the method is uneconomical, the erection is difficult, and the difficulty in fine adjustment of the rail surface during construction and operation is very high. The simple rail beam on the whole-hole double-line box beam is high in beam height, so that the arrangement of an evacuation channel on the bridge is difficult.
SUMMERY OF THE UTILITY MODEL
The above defect or improvement demand to prior art, the utility model provides a high-speed magnetic levitation traffic double-line case roof beam and track structure, its purpose is in, the whole big case roof beam upper berth of hole of double-line puts up the section of track, the section of track structure is full steel construction, the section of track structure is vertical and horizontal beam type structural style, it puts up like the section of track shop of wheel rail high-speed railway to have realized high-speed magnetic levitation, can adjust rail face elevation very conveniently during the section of track installation, the section of track elevation also can be adjusted very conveniently through the fastener during operation maintenance, the bridge floor is equipped with convenient maintenance and evacuation passageway, track structure is independent of bridge structures and can realize mechanized the laying on the bridge floor, the whole hole case roof beam that has realized transporting beam trolley transport beam on the roof beam and has used the bridge girder erection machine frame roof beam in high-speed magnetic levitation conventional standard span bridge structures's application.
In order to realize the above-mentioned purpose, the utility model provides a high-speed magnetic levitation traffic double-line box girder and track structure adopts bridge and track structure separation form, include:
the top of the prestressed concrete double-line whole-hole box girder is symmetrically provided with rail bearing beams according to the central position of a double-line, and the top of each rail bearing beam is provided with a rail bearing platform;
the longitudinal and transverse beam type track panel is arranged on the rail bearing platform through a fastener system, and the height of the longitudinal and transverse beam type track panel is adjusted through the fastener system so as to adjust the height of a track surface;
the longitudinal and transverse beam type track panel comprises two longitudinal beams arranged along the line direction and a plurality of transverse beams perpendicular to the line direction, the line shape of each longitudinal beam is consistent with that of the line, the transverse distance between the two longitudinal beams is determined according to the limit of a high-speed maglev train, and two ends of each transverse beam are fixedly connected with the longitudinal beam respectively to support the longitudinal beams.
Furthermore, the longitudinal beam comprises a sliding top plate of the track functional part, a magnetic guide plate of the track functional part, a rail panel longitudinal beam web plate and pi-shaped steel; wherein the content of the first and second substances,
the sliding top plate of the track functional part is also used as a track panel longitudinal beam top plate, the pi-shaped steel is also used as a track panel longitudinal beam bottom plate, the lower end of a web plate of the track panel longitudinal beam is aligned with the transverse center of the pi-shaped steel and is welded and connected together, and the upper end of the web plate of the track panel longitudinal beam is welded and connected together with the lower edge of the sliding top plate of the track functional part to jointly form an I-shaped section steel structure;
the upper end of the magnetic guide plate of the track functional part is connected with the transverse outer end of the sliding top plate of the track functional part to form a 90-degree folded angle.
Further, the stringer further includes:
the periphery of the stiffening plate is respectively welded with the sliding top plate of the track functional part, the magnetic guide plate of the track functional part, the web plate of the track panel longitudinal beam and the pi-shaped steel;
locate the magnetic guide plate of track function spare and the horizontal fagging between the pi shaped steel, this horizontal fagging one end and pi shaped steel fixed connection, the other end is connected with the contact of the magnetic guide plate medial surface of track function spare, the flat fagging does not have the interval certain distance along the bridge longeron direction and sets up one, and the cavity between two adjacent horizontal faggings aligns with the anchor bolt of iron core.
Further, the cross beam comprises a track panel cross beam top plate, a track panel cross beam bottom plate and a track panel cross beam web plate;
the transverse two ends of the track panel cross beam top plate are welded with the inner side of the sliding top plate of the track functional part, the transverse two ends of the track panel cross beam bottom plate are welded with the inner side surface of the pi-shaped steel, and the transverse two ends of the track panel cross beam web plate are welded with the inner side of the track panel longitudinal beam web plate;
one end of the track panel beam web is connected with the track panel beam top plate, and the other end of the track panel beam web is connected with the track panel beam bottom plate to form an I-shaped section steel beam; alternatively, the first and second electrodes may be,
two ends of the track panel beam web are respectively perpendicular to the track panel beam top plate and the track panel beam bottom plate, and are hot-rolled to form an integrated H-shaped steel beam; alternatively, the first and second electrodes may be,
the two track panel cross beam webs are arranged at a certain interval, one end of each track panel cross beam web is connected with a track panel cross beam top plate, and the other end of each track panel cross beam web is connected with a track panel cross beam bottom plate to form a steel cross beam with an inverted Y-shaped section; alternatively, the first and second electrodes may be,
the two rail panel cross beam webs are respectively and vertically arranged at two ends of the rail panel cross beam top plate and the rail panel cross beam bottom plate to form a box-section steel cross beam.
Further, the longitudinal and transverse beam type track panel further comprises a stator core and a long stator coil, wherein the stator core is fixed below the pi-shaped steel through an anchoring bolt of the stator core, and the long stator coil is installed in a clamping groove of the stator core.
Further, the fastener system comprises an anchoring screw rod, a double-layer nut, a damping base plate, a height-adjusting base plate and an embedded steel plate of the fastener system; wherein the content of the first and second substances,
the height-adjusting base plate is arranged between the track panel cross beam bottom plate and the embedded steel plate so as to replace plates with different thicknesses to adjust the height of the longitudinal and transverse beam type track panel;
the damping base plate is arranged between the double-layer nut and the track panel cross beam bottom plate and comprises a layer of fastening nut and a layer of anti-loosening nut so as to reduce vibration of the longitudinal and transverse beam type track panel structure.
Furthermore, the rail supporting platforms are arranged in a pair at intervals along the longitudinal direction, and the center positions of the rail supporting platforms are superposed with the center positions of the anchoring screws of the fastener system and are in one-to-one correspondence.
Further, the top plate of the rail bearing platform inclines at a certain angle, and the angle is determined according to the line curve superelevation.
Further, the top of the prestressed concrete double-track whole-hole box girder is set to be a plane inclined at a certain angle according to the curve superelevation.
Furthermore, the prestressed concrete double-line full-hole box girder is a prestressed concrete single-box single-chamber section or a single-box double-chamber section, the box girder section is a rectangular section or an inverted trapezoidal section inclined web plate, and a box girder top plate extends towards two transverse sides to form a cantilever plate.
Furthermore, the rail bearing beam is of a reinforced concrete structure, and the lower end of the rail bearing beam is connected with the top plate of the prestressed concrete double-line whole-hole box beam; and the number of the first and second electrodes,
the rail supporting beam is provided with transverse parting joints at certain intervals along the longitudinal direction of the bridge, and does not participate in the longitudinal stress of the prestressed concrete double-line whole-hole box beam.
Furthermore, the tops of two cantilever plates of the prestressed concrete double-line whole-hole box girder are symmetrically provided with maintenance channels which are also used as rescue evacuation channels and comprise safety retaining walls, middle vertical walls, outer vertical walls, shielding plates, railings and cover plates;
the lower ends of the safety retaining wall, the middle vertical wall and the outer vertical wall are connected with the prestressed concrete double-line whole-hole box girder top plate;
the inner side surface of the shielding plate is connected with the outer side surface of the outer vertical wall;
the apron is shelved on safety barricade, middle perpendicular wall, the outside perpendicular wall, just safety barricade, middle perpendicular wall, the outside perpendicular wall separate the space that forms as the passageway of laying of forceful electric power and light current cable.
Generally, through the utility model discloses above technical scheme who conceives compares with prior art, can gain following beneficial effect:
1. the utility model discloses a double-line case roof beam and track structure, the whole big case roof beam upper berth of hole of double-line puts up the section of track, the section of track structure is full steel construction, the section of track structure is vertical and horizontal beam type structural style, it carries out the section of track shop frame like wheel rail high-speed railway to have realized high-speed magnetic levitation, can adjust the rail face elevation very conveniently when the section of track is installed, the section of track elevation also can adjust very conveniently through the fastener during operation maintenance, the bridge floor is equipped with convenient maintenance and evacuation passageway, track structure is independent of bridge construction and can realize mechanized laying on the bridge floor, the whole hole case roof beam that has realized transporting the roof beam trolley transport roof beam and use the frame bridge girder of frame on the roof beam uses in high-speed magnetic levitation conventional standard span bridge construction.
2. The utility model discloses combine prestressed concrete double-line whole hole case roof beam, the all steel construction section of track structure and the on-bridge maintenance passageway (double as rescue evacuation passageway) that the rail supporting beam mechanized was laid on whole hole case roof beam to be in the same place, formed brand-new high-speed magnetism and floated bridge and rail system, realized that rail structure is independent of bridge structures and can realize mechanized laying on the bridge floor, passenger's accessible overhauls and evacuation passageway realizes emergency rescue when taking place emergency.
3. The utility model discloses part track structure and bridge structures completely, track structure lays again after bridge structures construction is accomplished, can reduce bridge structures's manufacturing accuracy under the prerequisite that satisfies track structure manufacturing and installation accuracy, and weight and volume that track structure carries out the finish machining also reduce greatly to can reduce engineering cost.
4. The longitudinal and transverse beam type steel rail row is fixedly arranged on the rail bearing platform at the top of the bridge through the fastener system, and the positioning of the precision of each direction of the rail during the construction can realize good accurate positioning through the post-cast rail bearing platform;
5. the utility model discloses a double-line case roof beam and track structure, during the operation, when the bridge takes place inhomogeneous settlement, the concrete shrink creep deformation, can carry out the adjustment of rail surface elevation very conveniently through the change of the backing plate of increaseing of fastener system, and the fastener system also makes the flexible deformation that track function piece can adapt to the bridge well simultaneously.
6. The utility model discloses a double-line case roof beam and track structure, move about freely and quickly beam type section of track includes two longerons that the line direction set up along the line and a plurality of crossbeams of perpendicular to line direction, the longeron includes the roof that slides of track function spare, the magnetic guide board of track function spare, section of track longeron web and pi shaped steel, the crossbeam includes section of track crossbeam roof, section of track crossbeam bottom plate, section of track crossbeam web, the three welds into the I-shaped cross-section, the H shape cross-section, inferior font cross-section or box cross-section, can select the not beam type section of moving about freely and quickly according to the demand flexibility of high-speed magnetic levitation circuit, high-speed magnetic levitation track and bridge structure manufacturing accuracy.
Drawings
Fig. 1 is a schematic cross-sectional view of a high-speed magnetic levitation track beam structure in the prior art, fig. 1(a) is a schematic cross-sectional view without a cross slope, and fig. 1(b) is a schematic cross-sectional view with a cross slope;
FIG. 2 is a cross-sectional view of a high-speed magnetic levitation double-track bridge using juxtaposed single-track beams in the prior art;
FIG. 3 is a schematic cross-sectional view of a high-speed magnetic levitation double-track bridge using a full-span double-track box girder to erect a simple track girder in the prior art;
fig. 4 is a cross-sectional view of a high-speed magnetic levitation transportation double-track box girder and track structure at a pier position (when a bridge plane is on a straight line) according to an embodiment of the present invention;
fig. 5 is a cross-sectional view of a high-speed magnetic levitation transportation double-track box girder and track structure at the midspan position of a bridge (when the plane of the bridge is on a straight line) according to an embodiment of the present invention;
fig. 6 is a cross-sectional view of the pier position when the high-speed magnetic levitation transportation double-track box girder and the track structure are arranged with the curve superelevation (when the bridge plane is arranged on the curve and the curve superelevation is arranged);
fig. 7 is a cross-sectional view of the high-speed magnetic levitation transportation double-track box girder and track structure at the midspan position of the bridge when the curve superelevation is set (when the plane of the bridge is located on the curve and the curve superelevation is set);
fig. 8 is a view showing a large area a in fig. 5.
Fig. 9 is a three-dimensional structure diagram of a track structure of a high-speed magnetic levitation transportation bridge with a vertical and horizontal beam type track panel space according to an embodiment of the present invention (only a straight line state is shown, when a line plane is located on a curve, a track function part area is manufactured according to a curve line shape);
FIG. 10 is a top view of FIG. 8 taken along section 1-1;
FIG. 11 is a schematic cross-sectional view taken along section 2-2 of FIG. 8;
FIG. 12 is a schematic cross-sectional view taken along section 3-3 of FIG. 8;
FIG. 13 is a schematic cross-sectional view taken along section 4-4 of FIG. 11;
FIG. 14 is a schematic cross-sectional view taken along section 5-5 of FIG. 11;
FIG. 15 is a schematic cross-sectional view taken along section 5-5 in FIG. 11 when the I-section steel member formed of parts 4, 5 and 6 is made of hot rolled section steel;
FIG. 16 is a cross-sectional view of the rail panel beam as it is made in a cross-sectional chevron shape;
FIG. 17 is a cross-sectional view of the rail panel beam as it is formed into a box section;
FIG. 18 is a schematic view of the anchoring position of the cross member and the rail supporting platform when the cross member of the track panel is made into the cross section of the shape of Chinese character ya;
fig. 19 is a schematic view of the beam and rail bearing platform anchoring position when the track panel beam is made into a box section.
In all the figures, the same reference numerals denote the same features, in particular: 1-prestressed concrete double-track whole-hole box girder, 2-rail bearing platform, 3-fastener system, 4-track panel beam top plate, 5-track panel beam bottom plate, 6-track panel beam web plate, 7-sliding top plate of track function piece, 8-magnetic guide plate of track function piece, 9-track panel longitudinal beam web plate, 10-pi shaped steel, 11-stator iron core, 12-stiffening plate between part 8 and part 9, 13-horizontal supporting plate between the part 8 and the part 10, 14-anchoring bolt of stator core, 15-long stator coil, 16-rail bearing beam, 17-safety retaining wall, 18-middle vertical wall, 19-outer vertical wall, 20-shielding plate, 21-rail, 22-cover plate, 23 and support of whole-hole box beam. 301-anchoring screw of fastener system, 302-double-layer nut, 303-shock absorption backing plate, 304-heightening backing plate and 305-embedded steel plate.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention. Furthermore, the technical features mentioned in the embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.
As shown in fig. 4-8, two rail-bearing beams 16 are transversely arranged on the top of the prestressed concrete double-line whole-hole box girder 1 according to the central line position of a double-line, a rail-bearing platform 2 is arranged on the top of the rail-bearing beams 16, and the longitudinal and transverse beam type steel structure rail row is installed on the rail-bearing platform 2 through a fastener system 3. The prestressed concrete double-line whole-hole box girder 1 adopts a prestressed concrete single-box single-chamber section or a single-box double-chamber section, the box girder section can adopt a rectangular section (a straight web) or an inverted trapezoidal section (an inclined web), and a box girder top plate extends towards two transverse sides to form cantilever plates. The beam height of the box girder and the plate thicknesses of the top plate, the bottom plate and the web plate are determined by calculation according to structural stress, structural requirements and deformation control standards. The prestressed concrete double-line whole-hole box girder 1 can be used for conventional standard span simply-supported girders, continuous girders, simply-supported and then-continuous girders, and can also be used for large-span variable cross-section prestressed concrete continuous girders.
As shown in fig. 4 to 8, the rail bearing beam 16 is made of reinforced concrete, and the lower end of the rail bearing beam is connected with the top plate of the prestressed concrete double-line whole-hole box girder 1. The rail bearing beam 16 is provided with transverse parting joints at certain intervals along the longitudinal direction of the bridge, and does not participate in the longitudinal stress of the prestressed concrete double-line whole-hole box beam 1.
As shown in fig. 9 to 11, the longitudinal and transverse beam type track panel includes two longitudinal beams arranged along the line direction and a plurality of transverse beams perpendicular to the line direction. The linear shape of the longitudinal beams is consistent with that of the line, the longitudinal beams are made into a straight line or a curve according to the line shape of the line, and the transverse distance between the two longitudinal beams is determined according to the requirements of the high-speed maglev train. The longitudinal beam comprises a sliding top plate 7 of the track functional part, a magnetic guide plate 8 of the track functional part, a rail panel longitudinal beam web plate 9 and a pi-shaped steel 10. The sliding top plate 7 of the track functional part is also used as a track panel longitudinal beam top plate, the pi-shaped steel 10 is also used as a track panel longitudinal beam bottom plate, the lower end of a track panel longitudinal beam web plate 9 is aligned with the transverse center of the pi-shaped steel 10 and is welded and connected together, and the upper end of the track panel longitudinal beam web plate 9 is welded and connected together with the lower edge of the sliding top plate 7 of the track functional part to form an I-shaped section steel structure together. The longitudinal beam is used as a running track of a magnetic suspension train, the train is suspended on a sliding top plate 7 of a track functional part and keeps a stable suspension gap with the sliding top plate, meanwhile, the transverse outer side end part of the sliding top plate 7 of the track functional part is welded and connected with the upper end of a magnetic guide plate 8 of the track functional part to form a 90-degree folded angle, and the magnetic guide plate 8 of the track functional part interacts with a guide plate on the side surface of the track to provide a guide force, so that a certain lateral distance is kept between a train body and the track, and non-contact guide in the horizontal direction is realized.
Further, as shown in fig. 8, the longitudinal beam further includes a stiffening plate 12 disposed between the magnetic guide plate 8 of the track functional member and the web 9 of the track panel longitudinal beam, and the periphery of the stiffening plate 12 is welded and connected with the sliding top plate 7 of the track functional member, the magnetic guide plate 8 of the track functional member, the web 9 of the track panel longitudinal beam, and the pi-shaped steel 10, respectively, so as to support the sliding top plate 7 of the track functional member and the magnetic guide plate 8 of the track functional member, thereby ensuring sufficient structural strength and rigidity.
As shown in fig. 8, the longitudinal beam further comprises a horizontal supporting plate 13 arranged between the magnetic guide plate 8 of the track functional part and the pi-shaped steel 10, one end of the horizontal supporting plate 13 is fixedly connected with the pi-shaped steel 10, and the other end of the horizontal supporting plate is in contact connection with the inner side surface of the magnetic guide plate 8 of the track functional part, so that a strong support is formed for the magnetic guide plate 8 of the track functional part, the vertical position change of the magnetic guide plate is prevented, the lateral distance between the train body and the track is maintained stably, and the train running safety is ensured. In addition, in order to facilitate the construction operation of the anchor bolt 14 of the stator core, the horizontal supporting plates 13 between the magnetic guide plate 8 of the track functional part and the pi-shaped steel 10 are not arranged at a certain distance along the direction of the bridge girder, and the cavity between two adjacent horizontal supporting plates 13 is aligned with the anchor bolt 14 of the core for the construction operation of the anchor bolt 14 of the stator core.
As shown in fig. 8, 9 and 13, the cross beam is used for supporting the longitudinal beam, and includes a track panel cross beam top plate 4, a track panel cross beam bottom plate 5 and a track panel cross beam web plate 6, which are welded to form an i-shaped cross section steel cross beam. The transverse beams with the I-shaped cross sections are arranged one by one at a certain interval along the longitudinal direction of the bridge, and the longitudinal interval of two adjacent transverse beams is determined according to the modulus of the stator core and the stress requirement of the longitudinal beam structure. The transverse two ends of the track panel beam top plate 4 are welded with the inner side of the sliding top plate 7 of the track functional part, the transverse two ends of the track panel beam bottom plate 5 are welded with the inner side surface of the pi-shaped steel 10, and the transverse two ends of the track panel beam web 6 are welded with the inner side of the track panel longitudinal beam web 9.
As shown in fig. 9, the length of a section of the cross beam type high-speed magnetic suspension steel structure track panel is determined by comprehensively considering factors such as the modulus of a stator core, the length of a bridge, the convenience of transportation and erection and the like, so that the difficulty in manufacturing and constructing the high-speed magnetic suspension track and the bridge structure is reduced, and the manufacturing precision and the construction efficiency are improved.
As shown in fig. 13, 18 and 19, the fastener system 3 includes an anchor screw 301, a double-layer nut 302 (one-layer fastening and one-layer loosening prevention), a shock absorbing pad 303, a height adjusting pad 304 and a pre-buried steel plate 305. The height-adjusting base plate 304 is arranged between the track panel beam bottom plate 5 and the embedded steel plate 305, and the height of the track panel can be adjusted by replacing plates with different thicknesses so as to adjust the height of a track surface; the shock absorption base plate 303 is arranged between the double-layer nut and the track panel beam bottom plate 5, and can be subdivided into a plurality of shock absorption plate parts, so that the shock absorption base plate mainly plays a role in reducing the vibration of the track panel structure.
As shown in fig. 11, the bottom plate 5 of the track panel cross beam is provided with an oblong hole, the long axis direction of the oblong hole is consistent with the direction of the bridge or the line, the length of the oblong hole in the short axis direction is slightly larger than the diameter of the anchoring screw of the fastener system, and the length of the oblong hole in the long axis direction is determined by calculation according to the maximum movement amount of the track panel on the bridge. The anchoring screw rods 301 of all the fastener systems 3 penetrate through the slotted holes formed in the rail panel beam bottom plate 5 to fix the longitudinal and transverse beam type rail panel on the rail bearing platform 2.
As shown in fig. 8, the track panel further includes a stator core 11 and a long stator coil 15 fixed below the pi-shaped steel 10 by an anchor bolt 14 of the stator core, and the long stator coil 15 is installed in a slot of the stator core 11. The utility model discloses a high-speed magnetic levitation track and bridge roof beam portion structure, stator core pass through stator core's anchor bolt and fix in pi shaped steel below, and long stator coil installs in stator core's draw-in groove, and the suspension frame of the high-speed maglev train of being convenient for goes up electrified suspension electro-magnet and the long stator coil inter attraction on the track, for the train provides the levitation force, upwards attracts the train to guarantee stable suspension clearance through control suspension exciting current.
As shown in fig. 12, the rail bearing platforms 2 are arranged in pairs at regular intervals along the longitudinal direction, and the central positions of the rail bearing platforms 2 coincide with the central positions of the anchor screws of the fastener system 3 and correspond to one another.
Preferably, as shown in fig. 6, when the plane of the bridge is located on the curve and the curve superelevation is set, the top plate of the rail bearing platform 2 may be inclined by a certain angle, and the angle is determined according to the curve superelevation of the line, so as to adapt to the curve superelevation of different lines.
Preferably, as shown in fig. 7, when the plane of the bridge is located on the curve and the curve superelevation is set, the plane may also be implemented in a manner that the track beam integrally rotates by a certain angle, and specifically, the top of the concrete beam 1 is set to be a plane inclined by a certain angle according to the curve, so as to adapt to the curve superelevation of different lines.
Preferably, as shown in fig. 15, the i-section steel beam can also adopt finished hot-rolled H-shaped steel instead of the track panel beam top plate 4, the track panel beam bottom plate 5 and the track panel beam web 6.
Preferably, as shown in fig. 16 and 17, the cross beams of the track panel can be not only made into an i-shaped cross section, but also made into a herringbone cross section (as shown in fig. 16) or a box-shaped cross section (as shown in fig. 17) when the longitudinal distance between the adjacent cross beams is larger and the stress of a single cross beam is larger, and the corresponding cross beam and the anchoring position of the rail bearing platform are configured as shown in fig. 18 and 19.
As shown in fig. 4 to 8, two cantilever plates of the prestressed concrete double-line whole-hole box girder 1 are symmetrically provided with an access passage (also used as a rescue evacuation passage) at the top, and the access passage includes a safety retaining wall 17, a middle vertical wall 18, an outer vertical wall 19, a shielding plate 20, a railing 21 and a cover plate 22. The lower ends of the safety retaining wall 17, the middle vertical wall 18 and the outer vertical wall 19 are connected with the top plate of the prestressed concrete double-line whole-hole box girder 1, the inner side surface of the shielding plate 20 is connected with the outer side surface of the outer retaining wall, the cover plate 22 is placed on the safety retaining wall 17, the middle vertical wall 18 and the outer vertical wall 19, and a space formed by the safety retaining wall 17, the middle vertical wall 18 and the outer vertical wall 19 in a separated mode can be used as a laying channel of strong current cables and weak current cables.
It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the scope of the present invention.
Claims (12)
1. The utility model provides a high-speed magnetic levitation traffic double-line box beam and track structure, adopts bridge and track structure separation form, its characterized in that includes:
the prestressed concrete double-line whole-hole box girder (1) is characterized in that the top of the prestressed concrete double-line whole-hole box girder is symmetrically provided with a rail bearing beam (16) according to the center position of a double-line, and the top of the rail bearing beam (16) is provided with a rail bearing platform (2);
the longitudinal and transverse beam type track panel is arranged on the rail bearing platform (2) through a fastener system (3), and the height of the longitudinal and transverse beam type track panel is adjusted through the fastener system (3) so as to adjust the height of a track surface;
the longitudinal and transverse beam type track panel comprises two longitudinal beams arranged along the line direction and a plurality of transverse beams perpendicular to the line direction, the line shape of each longitudinal beam is consistent with that of the line, the transverse distance between the two longitudinal beams is determined according to the limit of a high-speed maglev train, and two ends of each transverse beam are fixedly connected with the longitudinal beam respectively to support the longitudinal beams.
2. The high-speed magnetic suspension traffic double-track box girder and track structure according to claim 1, wherein the longitudinal girders comprise a sliding top plate (7) of a track function part, a magnetic guide plate (8) of the track function part, a track panel longitudinal girder web plate (9) and a pi-shaped steel (10); wherein the content of the first and second substances,
the sliding top plate (7) of the track functional part is also used as a track panel longitudinal beam top plate, the pi-shaped steel (10) is also used as a track panel longitudinal beam bottom plate, the lower end of a track panel longitudinal beam web plate (9) is aligned with the transverse center of the pi-shaped steel (10) and is welded and connected together, and the upper end of the track panel longitudinal beam web plate is welded and connected together with the lower edge of the sliding top plate (7) of the track functional part to jointly form an I-shaped section steel structure;
the upper end of a magnetic guide plate (8) of the track functional part is connected with the transverse outer end of a sliding top plate (7) of the track functional part to form a 90-degree folded angle.
3. The high-speed magnetic levitation transport double-track box girder and track structure as recited in claim 2, wherein the longitudinal girder further comprises:
the stiffening plate (12) is arranged between the magnetic guide plate (8) of the track functional part and the rail panel longitudinal beam web plate (9), and the periphery of the stiffening plate (12) is respectively welded with the sliding top plate (7) of the track functional part, the magnetic guide plate (8) of the track functional part, the rail panel longitudinal beam web plate (9) and the pi-shaped steel (10);
locate horizontal fagging (13) between magnetic guide plate (8) and pi shaped steel (10) of track function spare, this horizontal fagging (13) one end and pi shaped steel (10) fixed connection, the other end is connected with magnetic guide plate (8) medial surface contact of track function spare, flat fagging (13) do not have the certain distance of interval to set up one along bridge longeron direction, and the cavity between two adjacent horizontal faggings (13) aligns with anchor bolt (14) of iron core.
4. The high-speed magnetic suspension traffic double-track box girder and track structure according to claim 1, wherein the cross beams comprise a track panel cross beam top plate (4), a track panel cross beam bottom plate (5) and a track panel cross beam web plate (6);
the transverse two ends of the track panel beam top plate (4) are welded with the inner side of a sliding top plate (7) of the track functional part, the transverse two ends of the track panel beam bottom plate (5) are welded with the inner side surface of the pi-shaped steel (10), and the transverse two ends of the track panel beam web plate (6) are welded with the inner side of the track panel longitudinal beam web plate (9);
one end of the track panel beam web plate (6) is connected with the track panel beam top plate (4), and the other end of the track panel beam web plate is connected with the track panel beam bottom plate (5) to form an I-shaped section steel beam; alternatively, the first and second electrodes may be,
two ends of the track panel beam web (6) are respectively perpendicular to the track panel beam top plate (4) and the track panel beam bottom plate (5), and are hot-rolled to form an integrated H-shaped steel beam; alternatively, the first and second electrodes may be,
the two track panel cross beam webs (6) are arranged at a certain interval, one end of each track panel cross beam web (6) is connected with a track panel cross beam top plate (4), and the other end of each track panel cross beam web is connected with a track panel cross beam bottom plate (5), so that a steel cross beam with an inverted Y-shaped section is formed; alternatively, the first and second electrodes may be,
the two track panel cross beam webs (6) are respectively and vertically arranged at two ends of the track panel cross beam top plate (4) and the track panel cross beam bottom plate (5) to form a box-section steel cross beam.
5. A high speed magnetic levitation transportation double-line box girder and track structure as claimed in any one of claims 1-4, wherein the cross beam type track panel further comprises a stator core (11) and a long stator coil (15), the stator core (11) is fixed under the pi-shaped steel (10) through an anchor bolt (14) of the stator core, and the long stator coil (15) is installed in a slot of the stator core (11).
6. The high-speed magnetic suspension traffic double-line box girder and track structure as claimed in any one of claims 1 to 4, wherein the fastener system (3) comprises an anchor screw (301), a double-layer nut (302), a shock absorption base plate (303), an elevation base plate (304) and an embedded steel plate (305); wherein the content of the first and second substances,
the height-adjusting base plate (304) is arranged between the track panel beam bottom plate (5) and the embedded steel plate (305) to replace plates with different thicknesses to adjust the height of the longitudinal and transverse beam type track panel;
the damping cushion plate (303) is arranged between the double-layer nut (302) and the track panel beam bottom plate (5) and comprises a layer of fastening nut and a layer of anti-loosening nut so as to reduce vibration of the longitudinal and transverse beam type track panel structure.
7. A high speed magnetic levitation transportation double-track box girder and track structure as claimed in any one of claims 1-4, wherein the rail bearing platforms (2) are arranged in a pair at intervals along the longitudinal direction, and the central positions of the rail bearing platforms coincide with and correspond to the central positions of the anchoring screws of the fastener system (3).
8. A high speed magnetic levitation transportation double-track box girder and track structure as claimed in any one of claims 1-4, characterized in that the top plate of the track supporting platform (2) is inclined at an angle determined according to the line curve superelevation.
9. A high speed magnetic suspension traffic double-track box girder and track structure according to any one of claims 1 to 4, characterized in that the top of the prestressed concrete double-track whole hole box girder (1) is arranged as a plane inclined at a certain angle according to the curve superelevation.
10. The high-speed magnetic suspension traffic double-line box girder and track structure as claimed in any one of claims 1 to 4, wherein the prestressed concrete double-line full-span box girder (1) has a prestressed concrete single-box single-chamber cross section or a single-box double-chamber cross section, the box girder cross section is a rectangular cross section or an inverted trapezoidal cross section inclined web, and a box girder top plate extends towards two lateral sides to form a cantilever plate.
11. The high-speed magnetic suspension traffic double-track box girder and track structure according to any one of claims 1 to 4, characterized in that the track-bearing beam (16) is a reinforced concrete structure, and the lower end of the track-bearing beam is connected with the top plate of the prestressed concrete double-track whole hole box girder (1); and the number of the first and second electrodes,
the rail bearing beam (16) is provided with transverse parting joints at certain intervals along the longitudinal direction of the bridge, and does not participate in the longitudinal stress of the prestressed concrete double-line whole-hole box beam (1).
12. The high-speed magnetic suspension traffic double-line box girder and track structure as claimed in any one of claims 1 to 4, wherein the two cantilever plates of the prestressed concrete double-line whole-hole box girder (1) are provided with access channels symmetrically on top, and the access channels are also used as rescue evacuation channels and comprise a safety retaining wall (17), a middle vertical wall (18), an outer vertical wall (19), a shielding plate (20), a railing (21) and a cover plate (22);
the lower ends of the safety retaining wall (17), the middle vertical wall (18) and the outer vertical wall (19) are connected with the top plate of the prestressed concrete double-line whole-hole box girder (1);
the inner side surface of the shielding plate (20) is connected with the outer side surface of the outer vertical wall (19);
the apron (22) rest on safety barricade (17), middle perpendicular wall (18), the outside erects on wall (19), just safety barricade (17), middle perpendicular wall (18), the outside erects the space that wall (19) partition formed and is regarded as the passageway of laying of strong current and weak current cable.
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| CN110029540A (en) * | 2019-03-26 | 2019-07-19 | 中铁磁浮交通投资建设有限公司 | A kind of high speed Maglev double line box girder and track structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110029540A (en) * | 2019-03-26 | 2019-07-19 | 中铁磁浮交通投资建设有限公司 | A kind of high speed Maglev double line box girder and track structure |
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