CN212270648U - Single track roof beam mound connection structure of suspension type - Google Patents

Abstract

The utility model discloses a beam-pier connection structure of a suspended monorail, which belongs to the technical field of suspended monorail, and comprises a pier, a bent cap and a track beam, wherein the bent cap is arranged at the top of the pier, the track beam is arranged below the end part of the bent cap, and the track beam is connected with the bent cap through a beam-pier connection component; the beam pier connecting assembly comprises a bracket and a connecting piece, wherein the bracket comprises an L-shaped steel member and a plurality of stiffening ribs arranged on the steel member, one side edge of each of the two brackets is tightly attached to the diaphragm plate of the track beam, and the other side edge of each of the two brackets is supported on the cover beam and fixedly connected with the three through the connecting piece. The utility model provides a single track roof beam mound connection structure of suspension type, its simple structure, the construction is swift, and on the load that bears connection structure transmitted bent cap and pier with the form of pressure simultaneously, ensured suspension type single track system's stability and security, reduced braced system's construction cycle and construction cost, had better popularization and application and worth and wide application prospect.

Description

Single track roof beam mound connection structure of suspension type

Technical Field

The utility model belongs to single track field of suspension type, concretely relates to single track roof beam mound connection structure of suspension type.

Background

The monorail traffic system is a common rail traffic system, and forms three types of urban rail traffic together with a subway traffic system and a light rail traffic system. In a monorail transportation system, the monorail transportation system is mainly divided into suspension type monorail transportation and straddle type monorail transportation according to different traveling modes and different track structures.

The suspension type monorail transit system is a novel lightweight urban rail transit form with medium and small traffic volumes, and the popularity of the suspension type monorail transit system is gradually improved in the novel rail transit field by means of the characteristics of small structural size, good sightseeing experience and the like, and particularly in the tourism sightseeing field.

At present, suspension type monorail operation lines and test line standard beams at home and abroad mainly adopt two pier-beam connection forms of support connection and pin shaft connection. Wherein, the support is connected and needs to adopt the bracket structure to turn into pressure with the pulling force through mound top bent cap and track roof beam, realizes mound roof beam through setting up the support between the bracket and connects, and its structure is complicated, and support is in large quantity, and is measured greatly with the steel, and the aesthetic property is poor, and the track roof beam is changed, the maintenance degree of difficulty is big. The pin shaft connection is realized by arranging the lug plate at the bottom of the pier top capping beam and the top of the track beam and penetrating the lug plate through the pin shaft, the structure is simple, the construction is rapid, the stress concentration effect near the pin shaft hole of the lug plate is obvious, the stress concentration phenomenon is relieved by using a steel plate with the thickness of more than 60mm usually, and the high requirement is provided for the welding of components.

SUMMERY OF THE UTILITY MODEL

One or more in defect or the improvement demand to prior art more, the utility model provides a single track roof beam mound connection structure of suspension type, it corresponds the roof beam mound connection structure who constitutes through setting up by steel member, stiffening rib and connecting piece, can effectively realize being connected between track roof beam and the bent cap, its simple structure, the construction is swift, and on the load that bears connection structure transmitted bent cap and pier with the form of pressure simultaneously, ensured suspension type monorail transit's stability and security.

In order to achieve the purpose, the utility model provides a beam-pier connecting structure of a suspension type monorail, which is used for realizing the connection of a track beam below the end part of a bent cap;

the track beam is arranged below the end part of the cover beam, and the track beam and the cover beam are correspondingly connected through a plurality of beam pier connecting components, so that the load on the track beam can be converted into pressure load to be transmitted to the cover beam;

at least one transverse partition plate is arranged on the periphery of the track beam, and a plurality of through holes are formed in the bottom plate at the end part of the cover beam and used for the top of the transverse partition plate to extend into; and the beam pier connecting assembly corresponds the diaphragm plate is arranged and comprises brackets and a plurality of connecting pieces which are arranged in pairs, wherein the brackets are supported and arranged on the cover beam bottom plates corresponding to the two sides of the diaphragm plate and are correspondingly connected with the diaphragm plate through the connecting pieces.

As a further improvement, the bracket comprises a steel member which is L-shaped, a plurality of stiffening ribs are arranged on the two folding edges of the steel member along the transverse direction, and the stiffening ribs are connected to the two folding edges of the steel member respectively by the side edges.

As a further improvement, the connecting pieces in the pier beam and pier connecting assembly are a plurality of arranged in an array.

As a further improvement of the utility model, the track beam connected below the bent cap is a continuous track beam; at least one diaphragm plate extending into the cover beam through the top is arranged on the periphery of the track beam, and the diaphragm plates are correspondingly connected with the cover beam through the beam pier connecting assembly.

As a further improvement of the utility model, two track beams which are correspondingly connected with the end parts are arranged below the bent cap; at least one transverse partition plate extending into the cover beam through the top is arranged on the periphery of the end part of each of the two track beams, and each transverse partition plate is correspondingly connected with the cover beam through the beam pier connecting assembly.

As a further improvement of the utility model, be provided with at least one vertical reinforcing plate in the bent cap, vertical reinforcing plate sets up horizontal one side or both sides of through-hole to be connected with the interior week wall of this bent cap, form overall structure.

As a further improvement of the present invention, a horizontal reinforcing plate is further provided on the bent cap, and the horizontal reinforcing plate is disposed along the horizontal direction on the bent cap side plate or the bottom plate.

As a further improvement, the track beam includes the case roof beam, and the interval is provided with a plurality of cross slabs in the case roof beam periphery that extends between the two adjacent bent caps.

As a further improvement of the present invention, a slip sheet is further provided between the bottom of the bracket and the top surface of the bottom plate.

As a further improvement, the gleitbretter has multiple specification and can select, is used for the adjustment the track roof beam is at the elevation that the difference set up under the demand.

The above-described improved technical features may be combined with each other as long as they do not conflict with each other.

Generally, through the utility model discloses above technical scheme who conceives compares with prior art, has following beneficial effect:

(1) the utility model discloses a single track's of suspension type roof beam mound connection structure, it is through setting up the roof beam mound coupling assembling that comprises bracket, connecting piece, the bracket comprises the steel member that is "L shape" and sets up a plurality of stiffening ribs on the steel member, and it can apply the track roof beam to the load of connection structure and change the pressure to bent cap and pier effectively, has realized the fixed connection of bent cap and single track roof beam of suspension type, has guaranteed overall structure's stability;

(2) the utility model discloses a single track's of suspension type beam mound connection structure, it encircles and sets up the cross slab in track roof beam periphery, links to each other with the upper end of cross slab through beam mound coupling assembling, has realized the connection of track roof beam and bent cap to, the cross slab can also strengthen the structural strength of track roof beam itself in the track roof beam periphery around the fixed mode of setting, has fully guaranteed connection structure's fastening nature and track roof beam's reliability;

(3) the utility model discloses a single track's of suspension type roof beam mound connection structure, it is through setting up corresponding horizontal reinforcing plate, vertical reinforcing plate in the bent cap inside, except strengthening bent cap structural strength, vertical reinforcing plate wherein links to each other with the bent cap bottom plate, disperses the load that it received to other positions of bent cap, makes its whole atress even, has further guaranteed single track's of suspension type reliability, stability;

(4) the utility model discloses a single track's of suspension type roof beam mound connection structure, it is through being equipped with the gleitbretter between steel member and bent cap bottom plate, when the temperature changes, the steel member can realize relative slip to release the internal force that produces because of the temperature effect, the security, the reliability of connection structure of assurance, and the life of extension connection structure, furthermore, in order to adjust relative elevation, can set up multilayer slice gleitbretter or single other specification gleitbretter, the setting form is nimble, has extensive suitability;

(5) the utility model discloses a single track roof beam mound connection structure of suspension type, its simple structure sets up portably, can effectually satisfy the fixed setting of single track roof beam of suspension type to promote connection structure's stability and reliability, reduce construction cycle and construction cost, have better popularization and application and worth and wide application prospect.

Drawings

FIG. 1 is a schematic view of the overall structure of a suspended monorail of the embodiment of the present invention;

FIG. 2 is a schematic side elevation view of a beam-pier connection structure of a suspended monorail according to an embodiment of the present invention;

FIG. 3 is a schematic view of the structure of the beam-pier connection structure of the suspended monorail of the embodiment of the present invention;

fig. 4 is a schematic view of a connecting component of a beam-pier connecting structure of a suspended monorail in the embodiment of the invention;

fig. 5 is a schematic structural view of another connecting component of the beam-pier connecting structure of the suspended monorail in the embodiment of the invention;

in all the figures, the same reference numerals denote the same features, in particular:

1. a bridge pier; 2. a capping beam; 3. a track beam; 4. a suspension train; 5. a beam pier connecting assembly;

201. a base plate; 202. a transverse stiffener; 203. a vertical reinforcing plate;

301. a box girder; 302. a diaphragm plate;

501. a steel member; 502. a stiffening rib; 503. a connecting member; 504. sliding blades; 505. trapezoidal sliding sheets.

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.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of 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 therefore, 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 at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. 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.

Example (b):

referring to fig. 1 to 5, the beam-pier connection structure in the preferred embodiment includes a pier 1, a capping beam 2 and a track beam 3, wherein the track beam 3 is correspondingly connected to the capping beam 2 through a beam-pier connection assembly 5, and the load borne by the track beam 3 and the track beam 3 is transmitted to the pier 1 through the beam-pier connection assembly 5. Meanwhile, in the preferred embodiment, the running direction of the suspended train 4 is taken as the longitudinal direction, and the horizontal direction perpendicular to the longitudinal direction is taken as the transverse direction. Therefore, the beam pier connection structure is provided in plural at intervals in the longitudinal direction to achieve stable support of the sections of the track beam 3.

Specifically, the pier 1 in the preferred embodiment is used for bearing the load on the capping beam 2 and the track beam 3, and the capping beam 2 is fixedly arranged at the bottom and arranged at the top of the pier 1 along the transverse direction. In the preferred embodiment, the pier 1 and the capping beam 2 form a symmetrical structure of "T-shape" as shown in fig. 1, i.e., the capping beam 2 is provided with rail beams 3 below both ends thereof, respectively. During actual setting, the setting sizes of the pier 1 and the bent cap 2 are preferably set according to the size and range of the load borne by the bent cap 2, which is not described herein.

Further, the bottom of the two ends of the bent cap 2 in the preferred embodiment is respectively provided with a track beam 3, the track beam 3 comprises a box beam 301 extending along the longitudinal direction, and the bottom of the box beam 301 is opened along the longitudinal direction and is used for realizing matching of the suspended monorail train and a running mechanism inside the track beam 3 and running of the suspended monorail train 4; and the box girder 301 is provided with a diaphragm plate 302 along the circumferential direction except the periphery of the bottom. Meanwhile, the diaphragms 302 are spaced apart in the axial direction (i.e. longitudinal direction) of the track beam 3, and the diaphragms 302 in the preferred embodiment are disposed perpendicular to the outer peripheral beam wall of the track beam 3, i.e. the diaphragms 302 are connected to the beam wall by side walls, and two end faces of the diaphragms 302 are perpendicular to the outer peripheral beam wall of the track beam 3 correspondingly connected. In addition, the diaphragm 302 and the box girder 301 are connected by welding, and the structural arrangement of the diaphragm 302 can also enhance the structural strength of the box girder 301.

Further, the capping beam 2 in the preferred embodiment is disposed for the track beam 3, the end portion of the capping beam 2 is a hollow box beam structure, and a through hole penetrating through the upper and lower end surfaces of the bottom plate 201 is transversely formed in the bottom plate 201 of the capping beam 2 corresponding to the diaphragm 302 of the track beam 3, and is used for the insertion of the diaphragm 302 at the top of the track beam 3. Meanwhile, the transverse partition plate 302 correspondingly extending into the cover beam 2 is provided with two brackets which are respectively arranged on two sides of the transverse partition plate 302 and are used for connecting the transverse partition plate 302 and transmitting the load on the transverse partition plate 302 to the bottom plate 201 of the cover beam 2. In a preferred embodiment, the corbel comprises a steel member 501 in the shape of an "L" and a number of stiffeners 502 provided on the steel member 501, as shown in FIG. 4. The diaphragm 302 is hugged closely to one side hem of steel member 501, and the opposite side hem supports on the bottom plate 201 of bent cap 2, and stiffening rib 502 connects on two hems of steel member 501 with the side respectively to this guarantees the stable in structure of steel member 501, avoids the deformation of steel member 501 structure. Specifically, the diaphragm 302 extending into the capping beam 2 is connected to the corbels on both sides through a plurality of connecting members 503, that is, the connecting members 503 correspondingly pass through the two steel members 501 and the diaphragm 302 sandwiched between the two steel members 501, so as to realize the reliable connection between the diaphragm 302 and the two corbels. In practice, the connecting member 503 is provided in a plurality at intervals in the transverse and longitudinal directions, as shown in fig. 3, and the connecting member 503 in the preferred embodiment may further preferably be a bolt.

Further, a sliding piece 504 is further disposed between the bottom plate 201 and the steel member 501, and as shown in fig. 4, the sliding piece 504 may cause relative displacement between the steel member 501 and the bottom plate 201 to release an internal force generated due to a temperature change. Meanwhile, in order to make the elevation of the rail beam 3 to a designed value (i.e., to adjust the relative elevation of the cap beam and the rail beam), it is necessary to adjust the distance between the steel member 501 and the base plate 201. In a preferred embodiment, the thickness of the sliding piece 504 is 1mm, and the distance of the sliding piece 504 is adjusted by a layer-by-layer stacking method; in another preferred embodiment, as shown in fig. 5, it is used to increase the distance between the steel member 501 and the bottom plate 201 by using trapezoidal sliding pieces 505 with downward folded edges at both ends. Therefore, in actual setting, the sliding sheets with corresponding specifications can be adopted according to actual conditions to adjust the relative elevation of the cover beam and the track beam, so that the elevation of the track beam 3 reaches a design value.

Meanwhile, at least one through hole is transversely formed in the middle of the bottom plate 201, and the bottom plate 201 needs to bear the pressure load transmitted by the bracket in actual work, so that the stress stability of the bottom plate 201, particularly the stress stability of the opening position, has a certain risk. In view of this, in the preferred embodiment, the vertical reinforcing plate 203 is disposed at one side or both sides of the opening of the bottom plate 201, and the vertical reinforcing plate 203 is preferably disposed in parallel with the longitudinal direction, and the outer peripheral wall surface thereof is connected with the inner peripheral wall surface of the bent cap 2 to form an integral structure.

Further preferably, a transverse reinforcing plate 202 is further arranged inside the cover beam 2, the transverse reinforcing plate 202 extends in the transverse direction and is correspondingly connected with the vertical reinforcing plate 203 and the inner side wall surface of the cover beam 2, as shown in fig. 2 and 3, and the overall structural strength of the cover beam 2 can be further improved. In addition, a bottom plate stiffening rib is further disposed below the bottom plate 201, and preferably extends in the transverse direction and is connected to the bottom of the bottom plate 201 by a side wall, so that the local rigidity of the bottom plate 201 can be improved and the local deformation of the bottom plate 201 can be resisted.

In practical arrangement, the track beam 3 at the bottom of the capping beam 2 may be a continuous beam structure, or the adjacent track beams 3 may be butted below the capping beam 2 by end portions. For example, in a preferred embodiment, a continuous rail beam 3 is disposed at the bottom of the cover beam 2, and the diaphragm 302 disposed corresponding to the cover beam 2 may be single or plural, which may be preferred according to the stress condition of the rail beam 3. In another preferred embodiment, the two sections of track beams 3 are butted with each other at the end part below the capping beam 2, and at this time, at least one diaphragm plate 302 is respectively arranged on the periphery of the end part of the two sections of track beams 3 and is used for extending into the capping beam 2 for corresponding connection; for example, as shown in fig. 2, the ends of the two track beams 3 are each provided with a diaphragm 302.

The utility model provides a single track roof beam mound connection structure of suspension type, it uses the bracket as the girder mound coupling assembling of primary structure through the setting, can effectively satisfy suspension type monorail train's operation needs, and the load that bears connection structure is transmitted the bent cap and pier with the form of pressure on, ensures suspension type monorail transit's stability and security.

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 to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. A beam pier connecting structure of a suspended monorail is used for realizing connection of a rail beam below the end part of a cover beam; it is characterized in that the preparation method is characterized in that,

the track beam is arranged below the end part of the cover beam, and the track beam and the cover beam are correspondingly connected through a plurality of beam pier connecting components, so that the load on the track beam can be converted into pressure load to be transmitted to the cover beam;

at least one transverse partition plate is arranged on the periphery of the track beam, and a plurality of through holes are formed in the bottom plate at the end part of the cover beam and used for the top of the transverse partition plate to extend into; and the beam pier connecting assembly corresponds the diaphragm plate is arranged and comprises brackets and a plurality of connecting pieces which are arranged in pairs, wherein the brackets are supported and arranged on the cover beam bottom plates corresponding to the two sides of the diaphragm plate and are correspondingly connected with the diaphragm plate through the connecting pieces.

2. The beam-pier connection structure of a suspended monorail according to claim 1, wherein said brackets comprise an "L-shaped" steel member, and a plurality of stiffening ribs are arranged between two folds of said steel member in the transverse direction of said steel member, and said stiffening ribs are respectively connected to two folds of said steel member at the sides.

3. The beam-pier connection structure of an overhead monorail according to claim 1, wherein the connecting members in the beam-pier connection assembly are a plurality in an array.

4. The beam-pier connection structure of an overhead monorail of claim 1,

the track beam connected below the cover beam is a continuous track beam; at least one diaphragm plate extending into the cover beam through the top is arranged on the periphery of the track beam, and the diaphragm plates are correspondingly connected with the cover beam through the beam pier connecting assembly.

5. The beam-pier connection structure of an overhead monorail of claim 1,

two track beams which are correspondingly connected with the end parts are arranged below the cover beam; at least one transverse partition plate extending into the cover beam through the top is arranged on the periphery of the end part of each of the two track beams, and each transverse partition plate is correspondingly connected with the cover beam through the beam pier connecting assembly.

6. The beam-pier connection structure of an overhead monorail according to any one of claims 1-5, wherein,

at least one vertical reinforcing plate is arranged in the bent cap, and the vertical reinforcing plate is arranged on one or two transverse sides of the through hole and connected with the inner peripheral wall surface of the bent cap to form an integral structure.

7. The beam-pier connection structure of an overhead monorail according to any one of claims 1-5, wherein,

and the cover beam is also provided with a transverse reinforcing plate which is arranged on the cover beam side plate or the bottom plate along the transverse direction.

8. The beam-pier connection structure of an overhead monorail according to claim 1, wherein the rail beam comprises a box beam, and a plurality of diaphragms are spaced around the periphery of the box beam extending between two adjacent cap beams.

9. The beam-pier connection structure of an overhead monorail according to claim 1, wherein a slip sheet is further provided between the bottom of the corbel and the top surface of the bottom plate.

10. The beam-pier connection for an overhead monorail of claim 9, wherein said slide is of multiple gauge selectable for adjusting elevation of said rail beam at different set up requirements.

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