CN215800970U - Road and bridge transition section structure of medium-low speed magnetic suspension track - Google Patents
Road and bridge transition section structure of medium-low speed magnetic suspension track Download PDFInfo
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- CN215800970U CN215800970U CN202122355593.1U CN202122355593U CN215800970U CN 215800970 U CN215800970 U CN 215800970U CN 202122355593 U CN202122355593 U CN 202122355593U CN 215800970 U CN215800970 U CN 215800970U
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- 230000007704 transition Effects 0.000 title claims abstract description 33
- 239000000725 suspension Substances 0.000 title claims description 10
- 238000010276 construction Methods 0.000 claims description 15
- 229910000831 Steel Inorganic materials 0.000 claims description 3
- 239000010959 steel Substances 0.000 claims description 3
- 238000005339 levitation Methods 0.000 abstract description 2
- 238000007569 slipcasting Methods 0.000 description 14
- 230000003014 reinforcing effect Effects 0.000 description 6
- 238000007788 roughening Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 239000004568 cement Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 238000005266 casting Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 239000000945 filler Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000008439 repair process Effects 0.000 description 2
- 239000003153 chemical reaction reagent Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000009417 prefabrication Methods 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
- 238000009958 sewing Methods 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
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Abstract
The utility model discloses a road and bridge transition section structure of a medium-low speed magnetic levitation track, which comprises a bridge section and a roadbed section which are adjacently arranged, wherein the bridge section comprises an abutment and a bridge rail bearing beam arranged on the abutment, the roadbed section comprises a roadbed, a concrete cushion layer, a concrete attachment plate and a roadbed rail bearing beam, the roadbed rail bearing beam is arranged on the roadbed through the concrete cushion layer and the concrete attachment plate, the upper surfaces of the concrete cushion layer and the concrete attachment plate are kept flush, the thickness of the concrete attachment plate is larger than that of the concrete cushion layer, the concrete attachment plate is arranged between the abutment and the concrete cushion layer, and two sides of the concrete attachment plate are respectively in seamless connection with the concrete cushion layer and the abutment. In the road and bridge transition section structure, the rigidity of one end close to the bridge is larger than that of the other end far away from the bridge, so that the driving smoothness of the road and bridge section can be improved, and the workload of foundation treatment can be reduced.
Description
Technical Field
The utility model belongs to the field of magnetic suspension traffic, and particularly relates to a road and bridge transition section structure.
Background
The medium-low speed magnetic suspension rail transit is a novel transportation mode adopting a non-contact electromagnetic suspension, guiding and driving system, has the advantages of stable operation, high comfort level, low noise pollution, flexible line selection, low manufacturing cost and the like, but has fewer research achievements at home and abroad at present due to the limitation of passenger capacity, and has fewer lines for opening operation all over the world. Because the maglev train of the medium-low speed maglev traffic line adopts a mode of 'throw pillow driving', the requirements on the deformation control standard and the smoothness of the underfloor foundation are stricter compared with other rail traffic modes. Particularly, when a train passes through a road section such as a roadbed, a bridge and the like, the phenomenon of uneven settlement of the foundation is easily caused due to the rigidity difference between the abutment and the roadbed. If the settlement is controlled improperly, the phenomena of height irregularity and the like of the F rail can be caused, and the operation safety is endangered.
At present, in other rail transit systems, rigidity matching is usually carried out on a road-bridge section in a mode of applying a transition structure, so that uneven settlement generated due to foundation rigidity difference is reduced, and the effect of buffering train operation influence is achieved. The transition structure form has strong dependence on the foundation, and for the roadbed structure with soft soil foundation, higher filling and wider roadbed surface, the foundation treatment cost is very expensive, and the settlement problem occurring subsequently is difficult to solve. In addition, the existing transition section structure cannot avoid the transition section deformation disaster caused by the filling quality defect of the embankment. Therefore, a transition section structure form meeting the magnetic suspension track settlement control standard is needed to be designed, the foundation treatment cost is reduced to the maximum extent, and the uneven settlement phenomenon generated in the operation process is reduced.
SUMMERY OF THE UTILITY MODEL
The utility model aims to overcome the defects and shortcomings in the background technology and provide a road and bridge transition section structure of a medium and low speed magnetic suspension track, which can reduce the uneven settlement phenomenon and has low roadbed processing cost. In order to solve the technical problems, the technical scheme provided by the utility model is as follows:
the utility model provides a track road bridge changeover portion structure of well low-speed magnetic suspension, includes the bridge section and the road bed section of adjacent setting, the bridge section includes the abutment and locates bridge rail-bearing roof beam on the abutment, the road bed section includes road bed, concrete attachment strap and road bed rail-bearing roof beam, road bed rail-bearing roof beam passes through concrete bed and concrete attachment strap locate on the road bed, the concrete bed with the upper surface of concrete attachment strap keeps the parallel and level, the thickness of concrete attachment strap is greater than the concrete bed, the concrete attachment strap is located the abutment with between the concrete bed, just the both sides of concrete attachment strap respectively with the concrete bed with abutment seamless connection.
In the above-mentioned road bridge changeover portion structure, it is preferred, the rigidity of concrete cushion is less than the rigidity of concrete attachment strap, just the rigidity of concrete cushion with concrete attachment strap below the road bed by the concrete cushion to the concrete attachment strap increases gradually. Among the overall structure that above-mentioned concrete cushion and concrete attachment strap constitute, the rigidity that is close to abutment one end will be greater than the rigidity of keeping away from abutment one end to it is right to utilize the slip casting pipe integral structure below carries out the slip casting, makes the rigidity of the road bed filling structure of overall structure below be the gradient change to the concrete attachment strap from the concrete cushion, and the rigidity change of transition abutment that can be better to the road bed improves the driving smoothness nature of road bridge section.
In the above-mentioned road bridge changeover portion structure, it is preferred, the concrete cushion with the concrete attachment strap has many slip casting pipes down, the slip casting pipe is including slip casting floral tube section and the non-floral tube section of slip casting, slip casting floral tube section is located the concrete cushion or under the concrete attachment strap, the non-floral tube section of slip casting surpasss the concrete cushion or the edge of concrete attachment strap support in on the road bed. The end part of the grouting pipe close to the center line of the line is sealed, and the end port extending out of the outer side of the roadbed is sealed by adopting a screw cap.
In the above-mentioned road and bridge changeover portion structure, preferably, the slip casting pipe includes the first slip casting pipe that is used for slip casting usefulness during road and bridge changeover portion structure construction and the second slip casting pipe that is used for the benefit thick liquid usefulness behind the road and bridge changeover portion structure construction, first slip casting pipe and second slip casting pipe interval alternate arrangement (for example interval 0.5 m). And when the first grouting pipe and the second grouting pipe are used for grouting, a pipe jumping method is adopted for grouting. The first grouting pipe can perform grouting before the train is opened for operation (namely, during construction and construction), and the rigidity of the roadbed filling is adjusted. And the second grouting pipe is used for conducting grouting repair after the opening operation (namely after construction) of the train is finished and a gap appears on the roadbed track supporting beam, so that the roadbed track supporting beam is in close contact with the concrete attachment strap to seal the beam bottom gap, and the grouting repair is conducted on a transition section deformation disaster caused by the filling quality flaw of the embankment, so that the stress condition of the roadbed track supporting beam is prevented from being deteriorated due to dislocation settlement generated by roadbed filling and the abutment.
Among the above-mentioned road bridge changeover portion structure, preferred, concrete cushion and concrete attachment strap inside are equipped with the reinforcing bar, just the reinforcing bar of concrete cushion to extend in the concrete attachment strap, concrete cushion and concrete attachment strap monolithic casting form. Above-mentioned concrete cushion and the concrete attachment strap that the monolithic is pour and is formed, the wholeness is better, and the overall structure that its two constitutes jointly can play the effect of transition buffering train operation.
In the above-mentioned road and bridge transition section structure, preferably, the upper surfaces of the bridge rail-bearing beam and the roadbed rail-bearing beam are kept flush. The upper surfaces of the bridge rail bearing beam and the roadbed rail bearing beam are kept flush, so that the smoothness of the F rail can be guaranteed, and the smoothness of the travelling crane can be improved.
In the above road and bridge transition section structure, preferably, the center line of the concrete access slab is flush with the center line of the roadbed rail bearing beam. When two sets of tracks are adopted for parallel running, a concrete attachment plate is respectively arranged below the left and right side road base rail bearing beams, and a structural joint is arranged between the adjacent concrete attachment plates on the left and right sides. The center line of the concrete butt strap and the center line of the roadbed rail bearing beam are controlled to be located on the same vertical axis plane, the concrete butt strap is symmetrically arranged as far as possible, the gravity center deviation of the structure can be avoided, and the stability of the structure is guaranteed.
In the above-mentioned road bridge changeover portion structure, preferably, the top surface of concrete cushion with the bottom of road bed support rail roof beam is through the connection of door font reinforcing bar.
In the above road and bridge transition section structure, preferably, a roughening surface is arranged at a position of the abutment near the concrete butt strap, and the roughening depth of the roughening surface is controlled to be 1-2 cm. The roughening treatment is carried out to set the roughening surface, so that the bonding force between the concrete butt strap and the abutment can be improved, and the effect of eliminating the joint seam is achieved. The concrete attachment plate is preferably formed by casting a concrete material having the same strength as the abutment 3.
In the above-mentioned road bridge changeover portion structure, preferably, the thickness of concrete cushion and concrete take the board can adjust the prefabrication according to the height of road bed filling.
In the above-mentioned road bridge changeover portion structure, preferred, the road bed adopts rubble to mix cement or AB group filler, improves the bearing capacity of road bed filling. The roadbed filling adopts crushed stones mixed with cement or AB group filling, the bearing capacity of the roadbed is higher, the roadbed is used for bearing the load transmitted by the concrete cushion and the concrete butt strap structure, and the roadbed rail bearing beam can be effectively prevented from generating excessive deformation due to insufficient rigidity of the roadbed in the running process of the magnetic suspension train.
Compared with the prior art, the utility model has the advantages that:
1. in the road and bridge transition section structure, the concrete cushion layer and the concrete butt strap structure are arranged, so that the rigidity of one end close to the bridge is higher than that of the other end far away from the bridge, the driving smoothness of the road and bridge section can be improved, and the differential settlement phenomenon can be effectively reduced.
2. The concrete cushion layer and the concrete butt strap structure are used as the connecting structure between the roadbed and the roadbed rail bearing beam, the structural strength of the transition section is increased, the construction of reinforcing piles is not needed, time and labor are saved, and the workload of foundation treatment can be reduced; and the thickness of the concrete cushion and the concrete lapping plate can be adjusted according to the height of the roadbed filling, so that the construction cost is greatly reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a road-bridge transition section structure of the present invention.
FIG. 2 is a cross-sectional view taken along the line A-A in FIG. 1.
Illustration of the drawings:
1. a roadbed rail bearing beam; 2. a bridge rail bearing beam; 3. an abutment; 4. a concrete cushion; 5. concrete butt straps; 8. a grouting pipe; 81. grouting the pattern pipe section; 82. grouting non-patterned pipe sections; 9. a roadbed; 10. and (5) structural sewing.
Detailed Description
In order to facilitate an understanding of the utility model, the utility model will be described more fully and in detail below with reference to the accompanying drawings and preferred embodiments, but the scope of the utility model is not limited to the specific embodiments below.
Unless otherwise defined, all terms of art used hereinafter have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present invention.
Unless otherwise specifically stated, various raw materials, reagents, instruments, equipment and the like used in the present invention are commercially available or can be prepared by existing methods.
Example (b):
as shown in fig. 1 and fig. 2, the road and bridge transition section structure of the medium-low speed magnetic levitation track of this embodiment includes bridge section and roadbed section that are adjacently disposed, the bridge section includes abutment 3 and bridge support rail beam 2 that locates on abutment 3, the roadbed section includes roadbed 9, concrete cushion 4, concrete attachment plate 5 and roadbed support rail beam 1, roadbed support rail beam 1 locates on roadbed 9 through concrete cushion 4 and concrete attachment plate 5, the upper surface of concrete cushion 4 and concrete attachment plate 5 keeps the parallel and level, the thickness of concrete attachment plate 5 is greater than concrete cushion 4, concrete attachment plate 5 locates between abutment 3 and concrete cushion 4, and the both sides of concrete attachment plate 5 respectively with concrete cushion 4 and abutment 3 seamless connection.
In this embodiment, the rigidity of the concrete cushion 4 is smaller than the rigidity of the concrete attachment plate 5, and the rigidity of the concrete cushion 4 and the roadbed 9 below the concrete attachment plate 5 is gradually increased from the concrete cushion 4 to the concrete attachment plate 5. The stiffness of the roadbed 9 can be adjusted through the grouting pipe 8.
In this embodiment, a plurality of grouting pipes 8 are arranged below the concrete cushion 4 and the concrete butt strap 5, each grouting pipe 8 includes a grouting perforated pipe section 81 and a grouting non-perforated pipe section 82, the grouting perforated pipe section 81 is located below the concrete cushion 4 or the concrete butt strap 5, and the grouting non-perforated pipe section 82 exceeds the edge of the concrete cushion 4 or the concrete butt strap 5 and is supported on the roadbed 9.
In this embodiment, the grouting pipes 8 include a first grouting pipe for grouting during construction and construction of the road and bridge transition section structure and a second grouting pipe for grouting after construction and construction of the road and bridge transition section structure, and the first grouting pipe and the second grouting pipe are alternately arranged at intervals.
In this embodiment, concrete cushion 4 and concrete attachment strap 5 are inside to be equipped with the reinforcing bar, and concrete cushion 4's reinforcing bar extends to concrete attachment strap 5 interior, and concrete cushion 4 and concrete attachment strap 5 monolithic pouring form.
In this embodiment, the upper surfaces of the bridge support rail beam 2 and the roadbed support rail beam 1 are kept flush.
In this embodiment, the center line of the concrete attachment plate 5 is flush with the center line of the roadbed rail supporting beam 1. When two sets of tracks are adopted for parallel running, a concrete attachment plate 5 is respectively arranged below the left and right side road base rail bearing beams 1, and a structural joint 10 is arranged between the adjacent concrete attachment plates 5 at the left and right sides.
In this embodiment, the top surface of concrete cushion 4 and the bottom of road bed support rail roof beam 1 are connected through the door font steel bar, and concrete cushion 4 sets up the expansion joint in the position of striding of every road bed support rail roof beam 1, and with road bed support rail roof beam 1's beam seam staggered arrangement.
In this embodiment, the abutment 3 is provided with a roughened surface near the concrete attachment 5, and the roughened depth of the roughened surface is controlled to be 1 to 2cm (any of the above ranges).
In this embodiment, the roadbed 9 is filled with crushed stones and cement or AB group filler, so that the bearing capacity of the roadbed 9 is improved.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. A road and bridge transition section structure of a medium-low speed magnetic suspension track is characterized by comprising a bridge section and a roadbed section which are adjacently arranged, the bridge section comprises a bridge abutment (3) and a bridge rail bearing beam (2) arranged on the bridge abutment (3), the roadbed section comprises a roadbed (9), a concrete cushion (4), a concrete butt strap (5) and a roadbed rail bearing beam (1), the roadbed rail supporting beam (1) is arranged on the roadbed (9) through the concrete cushion layer (4) and the concrete butt strap (5), the upper surfaces of the concrete cushion (4) and the concrete butt strap (5) are kept flush, the thickness of the concrete butt strap (5) is larger than that of the concrete cushion (4), the concrete butt strap (5) is arranged between the abutment (3) and the concrete cushion (4), and the two sides of the concrete butt strap (5) are respectively connected with the concrete cushion (4) and the abutment (3) in a seamless mode.
2. The road and bridge transition section structure according to claim 1, characterized in that the rigidity of the concrete cushion (4) is less than the rigidity of the concrete butt strap (5), and the rigidity of the concrete cushion (4) and a roadbed (9) below the concrete butt strap (5) is gradually increased from the concrete cushion (4) to the concrete butt strap (5).
3. The road and bridge transition section structure of claim 1, wherein a plurality of grouting pipes (8) are arranged below the concrete cushion layer (4) and the concrete butt strap (5), each grouting pipe (8) comprises a grouting flower pipe section (81) and a grouting non-flower pipe section (82), the grouting flower pipe section (81) is positioned below the concrete cushion layer (4) or the concrete butt strap (5), and the grouting non-flower pipe section (82) exceeds the edge of the concrete cushion layer (4) or the concrete butt strap (5) and is supported on the roadbed (9).
4. The road-bridge transition section structure of claim 3, wherein the grouting pipes (8) comprise first grouting pipes for grouting during construction and construction of the road-bridge transition section structure and second grouting pipes for grouting after construction and construction of the road-bridge transition section structure, and the first grouting pipes and the second grouting pipes are alternately arranged at intervals.
5. The road and bridge transition section structure according to any one of claims 1-4, characterized in that the concrete cushion layer (4) and the concrete butt strap (5) are internally provided with steel bars, the steel bars of the concrete cushion layer (4) extend into the concrete butt strap (5), and the concrete cushion layer (4) and the concrete butt strap (5) are integrally cast.
6. The road bridge transition section structure according to any one of claims 1-4, characterized in that the upper surfaces of the bridge rail bearing beams (2) and the roadbed rail bearing beams (1) are kept flush.
7. The road-bridge transition section structure according to any one of claims 1-4, characterized in that the centre line of the concrete butt strap (5) is level with the centre line of the roadbed track beam (1).
8. The road-bridge transition section structure according to any one of claims 1-4, characterized in that the abutment (3) is provided with a roughened surface near the concrete butt strap (5), and the roughened depth of the roughened surface is controlled to be 1-2 cm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122355593.1U CN215800970U (en) | 2021-09-28 | 2021-09-28 | Road and bridge transition section structure of medium-low speed magnetic suspension track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122355593.1U CN215800970U (en) | 2021-09-28 | 2021-09-28 | Road and bridge transition section structure of medium-low speed magnetic suspension track |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215800970U true CN215800970U (en) | 2022-02-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122355593.1U Active CN215800970U (en) | 2021-09-28 | 2021-09-28 | Road and bridge transition section structure of medium-low speed magnetic suspension track |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215800970U (en) |
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2021
- 2021-09-28 CN CN202122355593.1U patent/CN215800970U/en active Active
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| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20231026 Address after: 1601, 16th Floor, Building A2, Xiangjiang Times Business Plaza, No. 179 Xianxian Road, Yuelu District, Changsha City, Hunan Province, 410000 Patentee after: Hunan Maglev Group Co.,Ltd. Patentee after: HUNAN PROVINCIAL COMMUNICATIONS PLANNING SURVEY AND DESIGN INSTITUTE Co.,Ltd. Patentee after: Phoenix maglev Cultural Tourism Co.,Ltd. Address before: No. 598, Section 1, Yueliangdao Road, Wangcheng District, Changsha City, Hunan Province, 410200 Patentee before: HUNAN PROVINCIAL COMMUNICATIONS PLANNING SURVEY AND DESIGN INSTITUTE Co.,Ltd. Patentee before: Phoenix maglev Cultural Tourism Co.,Ltd. |
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| TR01 | Transfer of patent right |