WO2016091052A1 - 中低速磁悬浮交通工程低置线路曲线承轨梁结构 - Google Patents

中低速磁悬浮交通工程低置线路曲线承轨梁结构 Download PDF

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WO2016091052A1
WO2016091052A1 PCT/CN2015/095037 CN2015095037W WO2016091052A1 WO 2016091052 A1 WO2016091052 A1 WO 2016091052A1 CN 2015095037 W CN2015095037 W CN 2015095037W WO 2016091052 A1 WO2016091052 A1 WO 2016091052A1
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rail
reinforced concrete
concrete floor
line
low
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PCT/CN2015/095037
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English (en)
French (fr)
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郭建湖
王勇刚
姚洪锡
李小和
杨辉建
谢瑞丰
黄国良
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中铁第四勘察设计院集团有限公司
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Priority claimed from CN201410750861.1A external-priority patent/CN104452483B/zh
Priority claimed from CN201420773652.4U external-priority patent/CN204325812U/zh
Application filed by 中铁第四勘察设计院集团有限公司 filed Critical 中铁第四勘察设计院集团有限公司
Publication of WO2016091052A1 publication Critical patent/WO2016091052A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B25/00—Tracks for special kinds of railways
    • E01B25/30—Tracks for magnetic suspension or levitation vehicles

Definitions

  • the invention relates to the technical field of low-rise line structure of medium and low-speed maglev traffic engineering, in particular to a low-line curve bearing beam structure of medium and low-speed magnetic levitation traffic engineering.
  • Medium- and low-speed magnetic levitation rail transit is a new type of transportation. At present, there are few research results at home and abroad, and the number of lines opened and operated in the world is even rare. At present, there is only the commercial operation line of the medium and low-speed magnetic levitation railway opened in March 2005 in Japan - the eastern hilly line and the medium and low speed magnetic levitation railway commercial operation line opened in June 2014 in South Korea. China's medium and low-speed magnetic levitation traffic is currently only the National Defense University of Science and Technology test line, the Qingcheng Mountain test line, the Tangshan experimental line, and there is no official line of operation.
  • the low-rise line of the medium-low speed maglev traffic project consists of the sleeper, the track-bearing beam and the underpass of the track-bearing beam.
  • the support beam of the supporting track is placed on the roadbed composed of the geotechnical structure. Since the maglev train runs in the orbital mode, it is necessary to install a guide rail on each side of the bearing beam. When the line is curved, it is often required that the whole of the bearing beam is deflected along with the track. How to implement the bearing on the geotechnical foundation Beam deflection and the use of the bearing beam to achieve super high orbit, there is no relevant literature and research results.
  • the first method is to achieve super high on the sleeper support, the beam body curve is made, no deflection, horizontal setting;
  • the second method is to achieve super high on the geotechnical foundation under the bearing beam, and the tilting of the bearing beam to realize the deflection of the beam body, while the curved beam is curved.
  • the super-high height is realized on the sleeper support of the top of the rail-bearing beam, and the curve of the bearing beam is horizontally set, so that the top line of the beam and the surface of the rail are not horizontal, because the guide rails and the rail surface of the two sides are Lines must be parallel lines, Thus, the relative positions of the two guide rails on the bearing beam are changed. If the height of the sleeper pedestal is too large, the position of the guide rail on the super-high side may be higher than the top surface of the beam. Therefore, it must be based on the guide rail and the rail. The height difference of the surface, reasonable control of the minimum height of the sleeper pedestal, if necessary, may also adjust the height of the vehicle contact rail and rail surface.
  • the distance between the contact rails on both sides to the side of the bearing rail must be the same, so that the structural axis of the bearing beam and the center line of the rail surface (the center line of the line) should also be offset, and the deviation
  • the shift amount is a linear change in the position of the mitigation curve, and the control requirement for the construction accuracy is very high. Therefore, the first method will increase the construction, installation difficulty and control accuracy of the rail beam, the track and the guide rail, and may also affect the adjustment of the manufacturing parameters of the vehicle's contact rail.
  • the super-high height is realized by the graded gravel layer in the geotechnical foundation under the bearing beam, the foundation surface under the bearing beam is in a fold line type, the rail beam is placed obliquely to achieve deflection, the rail surface line and the contact on both sides of the vehicle
  • the trajectory is parallel to the top line of the beam, and the structural axis of the beam overlaps with the rail surface line. This does not affect the design and installation of the rail, nor does it affect the vehicle manufacturing parameters.
  • the bearing beam is inclined, The lateral sliding force of the bearing beam is increased, and the stability of the bearing beam is reduced.
  • the deflection of the bearing beam is realized by the inclination of the foundation surface of the beam, which is formed by the geotechnical structure composed of rock and soil, and its long-term
  • the stability guarantee is very difficult, and it is easy to deform in the later stage of operation, the bearing beam is not trapped, and the height is not enough. In serious cases, it may affect the comfort and safety of vehicle operation.
  • the object of the present invention is to provide a low-line curve bearing beam structure for a medium-low speed magnetic levitation traffic engineering, which not only meets the installation requirements of the magnetic floating vehicle contact rail, but also does not increase the construction difficulty of the geotechnical foundation under the bearing beam, and does not reduce Its long-term stability.
  • the low-speed curve bearing rail structure of the medium-low speed magnetic levitation traffic engineering designed by the invention comprises a bearing beam beam body, a sleeper pedestal fixed on the top of the rail beam body, and a top fixed on the top of the sleeper pedestal.
  • a rail row a reinforced concrete floor fixed on a horizontal road surface, and a guide rail disposed on both sides of the rail beam body, wherein the top surface of the reinforced concrete floor is inclined with respect to a horizontal plane, and the top of the reinforced concrete floor
  • the angle between the surface and the horizontal plane is ⁇ 1
  • the bottom of the beam-bearing beam body The top surface of the reinforced concrete floor is fixedly connected, and the axes of the rail beam body, the sleeper pedestal and the rail row are perpendicular to the top surface of the reinforced concrete floor, and the center line of the rail row of the rail row and the line center line
  • the curved bearing beam is a reinforced concrete structure, which meets the requirements of stability, strength and deformation of the magnetic suspension engineering structure.
  • the low-line curve bearing beam is deflected along the center line of the rail surface, so that the top surface of the beam is parallel with the rail line and the contact rail of the maglev vehicle, and the spacing between the rail line and the contact rail of the maglev vehicle remains unchanged. change.
  • the ultra-high solution is realized on the sleeper pedestal, and the magnetic floating vehicle contact rail support is convenient to install, and achieves the same installation effect as the straight line section.
  • the bottom surface of the reinforced concrete floor is made horizontal, and the super-high curve is realized by adjusting the thickness of the reinforced concrete floor of the bearing beam, and the construction is convenient. More importantly, the super-high structural curve is realized in the reinforced concrete curved bearing beam, and it is not necessary to achieve super high on the geotechnical foundation under the beam.
  • the geotechnical roadbed under the bearing beam is still constructed according to the horizontal plane, which avoids the conventional The stability problems caused by the ultra-high height on the surface of the geotechnical roadbed, as well as the possible deformation in the later stage of operation, the bearing beam traps, and the high height are not enough.
  • the center line of the bottom surface of the reinforced concrete floor is shifted outwardly from the curve center line to the e value (calculated according to formula 3), and the center of gravity e1 of the upper beam body is opposite to the bottom surface of the reinforced concrete floor.
  • the center line should move to the inner side of the curve, and the bending moment generated after the center of gravity shifts can offset the torque generated by the deflection of the curved beam and the centrifugal force of the curved section (the e1 value can be adjusted according to formula 5 to make the bottom plate of the bearing beam evenly stressed. ), the force on the bottom surface of the bottom plate of the bearing beam tends to be uniform, and the effect of the straight beam is achieved.
  • the e value of the reinforced concrete floor super high value h and the reinforced concrete floor bottom center line 5 offset line center line 4 can be calculated and calculated (calculated according to formula 1 to formula 3), and the h and e values are in the circular curve.
  • the position is a certain value, and the position of the easing curve is a linear change value. It facilitates the construction of the line curve bearing beam.
  • the invention not only satisfies the installation requirements of the contact rail of the maglev vehicle, but also does not increase the construction difficulty of the geotechnical foundation under the bearing beam, and does not reduce its long-term stability.
  • Figure 1 is a schematic cross-sectional view of the present invention
  • 1 rail-bearing beam body
  • 2 reinforced concrete floor
  • 3 unhigh super-bearing beam bottom plate contour
  • 4-line centerline 5-side reinforced concrete floor bottom centerline
  • 6-flow Rail 7-sleeper pedestal
  • 8-horizon road base 9-track row
  • 10-track row centerline angle between the centerline of the rail-row line of the ⁇ -track row and the centerline of the line
  • ⁇ 1 the reinforced concrete floor
  • the angle between the top surface and the horizontal plane, e 1 the center-of-center distance of the center-of-rail beam structure, the center line distance of the bottom center line of the e-reinforced concrete floor, and the h--the outer side of the reinforced concrete floor relative to the original reinforced concrete floor
  • Super high value distance between H-horizon road base surface and rail surface, L-reinforced concrete floor bottom surface width, F-track structure and train concentrated load in vertical direction, Q-track structure and train line
  • the cross-sectional direction is divided into concentrated loads, M-track structure and the
  • the low-speed curve bearing rail structure of the medium-low speed magnetic levitation traffic engineering shown in FIG. 1 includes a rail beam beam body 1, a sleeper pedestal 7 fixed on the top of the rail beam body 1, and a top fixed on the sleeper pedestal 7.
  • the angle between the top surface of the 2 and the horizontal plane is ⁇ 1
  • the bottom surface of the rail beam body 1 is fixedly connected to the top surface of the reinforced concrete floor 2, the rail beam beam body 1, the sleeper pedestal 7 and the rail row 9
  • the super high value h of the outer side of the reinforced concrete floor 2 relative to the original reinforced concrete floor is determined by the following formula 1:
  • D is the gauge of the rail row 9
  • Vc is the train passing speed
  • g is the gravity acceleration
  • R is the curve Line line radius.
  • the angle ⁇ between the rail center line 10 of the rail row 9 and the line center line 4 is determined by the following formula 2:
  • L is the width of the bottom surface of the reinforced concrete floor 2
  • h is the super high value of the outer side of the reinforced concrete floor 2 relative to the original reinforced concrete floor.
  • H is the distance between the horizontal road base 8 and the rail surface
  • h is the super high value of the outer side of the reinforced concrete floor 2 relative to the original reinforced concrete floor
  • ⁇ is the rail row center line 10 of the rail row 9 and the line center line 4 The angle between.
  • the center of gravity will move to the inner side of the curve, and the center line 5 of the bottom surface of the reinforced concrete floor 2 is offset from the center line of the line to a certain value at the position of the circular curve.
  • the position of the easing curve is a linear change value.
  • the center of gravity of the entire curved bearing beam structure is located between the center line 5 of the bottom surface of the reinforced concrete floor 2 and the center line 4 of the line, and the bending moment generated by adjusting the structure size can resist the torque generated by the deflection of the upper rail beam body 1
  • the effect is that the horizontal road base surface 8 of the reinforced concrete floor 2 tends to be uniform.
  • the minimum stress condition of the reinforced concrete floor 2 shall satisfy the external stress of the reinforced concrete floor 2 greater than 0, calculated according to the formula 4; the uniform condition of the force is calculated according to the formula 6.
  • the base stress P A outside the reinforced concrete floor 2 is determined by the following formula 4:
  • G is the self-weight of the rail-bearing beam structure
  • F is the track structure and the train is divided into concentrated loads in the vertical direction
  • Q is the concentrated load of the cross-sectional direction of the line
  • M is the track structure and the longitudinal direction of the train along the line.
  • the bending moment, ⁇ is the angle between the center line 10 of the rail row 9 and the line center line 4, that is, the angle of deflection of the rail beam to the inside of the curve
  • L is the width of the bottom surface of the reinforced concrete floor 2
  • H is the horizontal road surface 8
  • the distance from the rail surface, e 1 is the center of gravity eccentricity of the rail beam structure.
  • the base stress P B inside the reinforced concrete floor 2 is determined by the following formula 5:
  • G is the self-weight of the rail-bearing beam structure
  • F is the track structure and the train is in the vertical direction (downward is positive, upward is negative)
  • Q is the cross-sectional direction of the line (positive to the right, To the left is negative) sub-item concentrated load
  • M is the track structure and the bending moment of the train along the longitudinal direction of the line (positive to the large mileage, negative to the small mileage)
  • ⁇ is the rail row center line 10 of the rail row 9
  • the angle between the line center line 4 and the line of the rail is the angle of deflection of the rail beam to the inside of the curve
  • L is the width of the bottom surface of the reinforced concrete floor 2
  • H is the distance between the horizontal road base 8 and the rail surface
  • e 1 is the bearing beam
  • the center of gravity of the structure is eccentric.
  • G is the self-weight of the rail-bearing beam structure
  • F is the track structure and the train is divided into concentrated loads in the vertical direction
  • Q is the concentrated load of the cross-sectional direction of the line
  • M is the track structure and the longitudinal direction of the train along the line.
  • the bending moment, ⁇ is the angle between the center line 10 of the rail row 9 and the line center line 4, that is, the angle of deflection of the rail beam to the inside of the curve
  • L is the width of the bottom surface of the reinforced concrete floor 2
  • H is the horizontal road surface 8 The distance from the rail surface, the center of gravity of the e1 track beam structure.
  • the rail beam body 1 is deflected with the center of the rail surface line, and the curve superelevation is realized in the rail beam structure, the bottom surface of the reinforced concrete floor 2 is horizontal, and the horizontal road base surface 8 of the reinforced concrete floor 2 is subjected to Uniform force, the geotechnical foundation construction under the reinforced concrete floor 2 is as convenient as the construction of the straight section roadbed, and the structure is reasonable and concise.
  • the curved reinforced concrete track-bearing beam structure is composed of an upper deflecting beam body and a lower floor plate, and is integrally connected by integral steel casting.
  • the upper deflection beam body (the rail beam body 1) may be a box-shaped, I-shaped, etc., such as a butt-type, a continuous arch, a continuous frame, etc.
  • the cross-sectional structure; the lower floor (reinforced concrete floor 2) is a horizontal, solid reinforced concrete structure with a bottom surface.
  • the above technical solution makes the low-line curve bearing beam deflect along the center of the rail surface line, so that the rail beam beam body 1 and the rail surface line and the maglev vehicle contact rail line are kept parallel, and the rail surface line and the maglev vehicle contact rail line are connected. The spacing between the two remains the same.
  • the outer side of the top surface of the reinforced concrete floor 2 is provided with a chamfer of height h, which is the super high value of the outer side of the reinforced concrete floor 2 relative to the original reinforced concrete floor.
  • the inner side of the top surface of the reinforced concrete floor 2 is provided with a chamfer of height h/2, which is the super high value of the outer side of the reinforced concrete floor 2 relative to the original reinforced concrete floor.
  • the above chamfering design enables the height of the upper rail beam body 1 to meet the requirements of the maglev vehicle limit, and also meets the thickness requirements of the reinforced concrete floor 2.
  • the construction process of the present invention is:
  • the rail-bearing beam beam body 1 is deflected along the center of the rail surface line, so that the top surface of the beam is parallel with the rail surface line and the contact rail of the maglev vehicle, and the rail line and the magnetic drift vehicle guide rail line are connected. The spacing of the vehicle remains unchanged.
  • the vehicle contact rail supports are installed on both sides of the bearing beam, and the longitudinal direction is parallel to the beam top line. The construction process and control precision are the same as the linear bearing effect.
  • the sleeper pedestal 7 is mounted on the top surface of the rail beam by means of pre-embedded steel bars.
  • the bottom surface of the reinforced concrete floor 2 of the bearing beam is made horizontal, and the curve super high is implemented by adjusting the thickness of the bottom plate of the bearing beam.
  • the bottom surface of the conventional bottom plate is made horizontal to form a reinforced concrete floor 2, and the bottom surface of the reinforced concrete floor 2 is thickened at the outer side, h is the bearing beam.
  • the bottom plate has a high value (calculated according to Equation 1), and the h value is a certain value at the position of the circular curve, and is a linear change value at the position of the easing curve.
  • the top surface of the reinforced concrete floor 2 is increased in height h on the outside of the curve to form a chamfer, and the inside of the curve is made into a chamfer of h/2 height, so that the height of the upper beam body 1 satisfies the requirements of the magnetic floating vehicle limit, and also satisfies the thickness of the lower floor 2 Claim.

Abstract

一种中低速磁悬浮交通工程低置线路曲线承轨梁结构，包括承轨梁梁体(1)、固定在承轨梁梁体(1)顶部的轨枕台座(7)、固定在轨枕台座(7)顶部的轨排(9)、固定在水平路基面(8)上的钢筋混凝土底板(2)、设置在承轨梁梁体(1)两侧的导流轨(6)，其特征在于：钢筋混凝土底板(2)的顶面相对于水平面倾斜布置，钢筋混凝土底板(2)的顶面与水平面之间的夹角为α1，承轨梁梁体(1)的底面固定连接钢筋混凝土底板(2)的顶面，承轨梁梁体(1)、轨枕台座(7)和轨排(9)的轴线均与钢筋混凝土底板(2)的顶面垂直，轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角为α，夹角α1＝夹角α，既满足磁浮车辆接触轨的安装要求，又不增加承轨梁下土工基础的建筑难度，不降低其长期稳定性。

Description

中低速磁悬浮交通工程低置线路曲线承轨梁结构 技术领域
本发明涉及中低速磁浮交通工程低置线路结构技术领域，具体地指一种中低速磁悬浮交通工程低置线路曲线承轨梁结构。
背景技术
中低速磁悬浮轨道交通属于一种新型交通方式，目前国内外的研究成果较少，全世界开通运营的线路更是少数。目前只有2005年3月日本建设开通的中低速磁悬浮铁路商业运行线-东部丘陵线和2014年6月韩国开通的中低速磁悬浮铁路商务运行线。而中国的中低速磁悬浮交通目前只有国防科技大学试验线、青城山试验线、唐山实验线，尚无投入运营的正式线路。
中低速磁浮交通工程低置线路由轨枕、承轨梁与承轨梁下路基组成，支承轨道的承轨梁设置在由土工结构物构成的路基之上。由于磁浮列车采用抱轨方式运行，需要在承轨梁两侧各安装一条导流轨，当线路为曲线时，往往要求承轨梁整体随轨道一起偏转，如何实现设置在土工地基上的承轨梁偏转，以及利用承轨梁实现轨道超高，目前尚无相关文献与研究成果。
在磁浮桥梁工程中，由于轨道梁两端支承在桥墩上，梁体偏转后，只需在桥墩支点位置设置与墩台顶面水平的底座，由两端的支点控制超高，同时曲梁曲做，既可实现梁体的偏转与曲线超高，其误差可在轨道结构施工中通过精调解决。而低置线路承轨梁不同于两端由桥墩支承的桥梁，是整个梁放置在土工基础上的类似弹性地基梁，要解决曲线与超高问题，除曲梁曲做外，超高现有的解决办法有两种：
方法一是在轨枕支座上实现超高，梁体曲线曲做，不偏转，水平设置；
方法二是在承轨梁下的土工基础上实现超高，承轨梁倾斜设置实现梁体偏转，同时曲梁曲做。
方法一，在承轨梁顶的轨枕支座上实现超高，承轨梁曲线曲做后水平设置，这样梁顶面线与轨面线不水平，由于两侧导流轨连线与轨面线必须是平行线， 这样两侧导流轨在承轨梁上的相对位置是变化的，如果轨枕台座高度过大，可能造成超高侧的导流轨位置高于梁顶面，因此，必须根据导流轨与轨面的高差，合理控制轨枕台座的最小高度，必要时可能还要调整车辆接触轨与轨面的高度。另外，为保证接触轨的界限要求，两侧接触轨至承轨侧面的距离必须一致，这样承轨梁的结构轴线与轨面中心线(线路中心线)还应设置偏移量，而该偏移量除在圆曲线位置是固定值外，在缓和曲线位置是线性变化量，对施工精度的控制要求十分高。因此，方法一将增加承轨梁、轨道以及导流轨的施工、安装难度与控制精度，还有可能影响到车辆的接触轨制造参数调整。
方法二，利用承轨梁下的土工基础中的级配碎石层实现超高，承轨梁下的基础面呈折线型，承轨梁倾斜安放实现偏转，轨面线、车辆两侧的接触轨线与梁顶面线平行，梁的结构轴线与轨面线重叠，这样不会影响轨道的设计安装，也不会影响车辆制造参数。由于缓和曲线位置超高值是线性变化的，要在路基面上通过人工填筑来实现这个超高值，不仅要求较高的控制精度，而且施工难度更大；另外，承轨梁倾斜设置，增加了承轨梁的横向下滑力，降低了承轨梁的稳定性；同时由于承轨梁的偏转是通过梁底基础面倾斜来实现，该倾斜坡度是由岩土组成的土工构筑物形成的，其长期稳定性的保证难度十分大，运营后期易发变形、承轨梁陷槽、超高度不够等病害，严重时可能影响车辆运营的舒适性与安全。
发明内容
本发明的目的就是要提供一种中低速磁悬浮交通工程低置线路曲线承轨梁结构，该结构既满足磁浮车辆接触轨的安装要求，又不增加承轨梁下土工基础的建筑难度，不降低其长期稳定性。
为实现此目的，本发明所设计的中低速磁悬浮交通工程低置线路曲线承轨梁结构，它包括承轨梁梁体、固定在承轨梁梁体顶部的轨枕台座、固定在轨枕台座顶部的轨排、固定在水平路基面上的钢筋混凝土底板、设置在承轨梁梁体两侧的导流轨，其特征在于：所述钢筋混凝土底板的顶面相对于水平面倾斜布置，钢筋混凝土底板的顶面与水平面之间的夹角为α1，所述承轨梁梁体的底 面固定连接钢筋混凝土底板的顶面，所述承轨梁梁体、轨枕台座和轨排的轴线均与钢筋混凝土底板的顶面垂直，所述轨排的轨排中心线与线路中心线之间的夹角为α，所述夹角α1＝夹角α。
本发明的有益效果：
1、曲线承轨梁为钢筋混凝土结构，满足磁悬浮工程结构对稳定性、强度、变形的要求。
2、低置线路曲线承轨梁沿轨面线中心偏转，使梁顶面与轨面线、磁浮车辆接触轨连线保持平行，且轨面线与磁浮车辆接触轨连线间的间距保持不变。相比常规的梁体不偏转，在轨枕台座上实现超高方案，磁浮车辆接触轨支座安装方便，达到与直线路地段一样的安装效果。
3、承轨梁偏转后，钢筋混凝土底板底面做成水平，曲线的超高通过调整承轨梁的钢筋混凝土底板厚度实现，施工方便。更重要的是，该结构曲线超高在钢筋混凝土曲线承轨梁中实现，无需在梁下土工基础上实现超高，承轨梁下土工路基面与直线地段一样仍按水平面施工，避免了常规的在土工路基面上实现超高带来的稳定性问题，以及运营后期可能的变形、承轨梁陷槽、超高度不够等危害。
4、由于承轨梁梁体向曲线内侧偏转，钢筋混凝土底板的底面中心线相对线路中心线要向曲线外移e值(按公式3计算)，而上部梁体的重心e1相对钢筋混凝土底板底面中心线要向曲线内侧移动，重心内移后产生的弯矩可抵消曲线梁因偏转产生的扭矩以及曲线地段的离心力(可按公式5计算结构尺寸调整e1值，使承轨梁底板受力均匀)，使承轨梁底板底面的受力趋于均匀，达到直线梁的效果。
5、钢筋混凝土底板超高值h、钢筋混凝土底板底面中心线5偏移线路中心线4的e值，均可计算求得(按公式1～公式3计算)，且h、e值在圆曲线位置为一定值，在缓和曲线位置为一线性变化值。方便了线路曲线承轨梁的施工。
6、本发明既满足磁浮车辆接触轨的安装要求，又不增加承轨梁下土工基础的建筑难度，不降低其长期稳定性。
附图说明
图1为本发明的断面结构示意图；
其中，1—承轨梁梁体、2—钢筋混凝土底板、3—未做超高的承轨梁底板轮廓线、4—线路中心线、5—钢筋混凝土底板的底面中心线、6—导流轨、7—轨枕台座、8—水平路基面、9—轨排、10—轨排中心线、α—轨排的轨排中心线与线路中心线之间的夹角、α1—钢筋混凝土底板的顶面与水平面之间的夹角、e1—承轨梁结构的重心偏心距、e—钢筋混凝土底板的底面中心线偏移线路中心线距离、h—钢筋混凝土底板外侧相对于原始钢筋混凝土底板的超高值、H—水平路基面与轨面之间的距离、L—钢筋混凝土底板的底面宽度、F—轨道结构及列车沿竖直方向分项集中荷载，Q—轨道结构及列车沿线路横断面方向分项集中荷载，M—轨道结构及列车沿线路纵断面方向的弯矩、X—线路横断面方向、Y—线路纵断面方向、Z—竖直方向。
具体实施方式
以下结合附图和具体实施例对本发明作进一步的详细说明：
如图1所示的中低速磁悬浮交通工程低置线路曲线承轨梁结构，它包括承轨梁梁体1、固定在承轨梁梁体1顶部的轨枕台座7、固定在轨枕台座7顶部的轨排9、固定在水平路基面8上的钢筋混凝土底板2、设置在承轨梁梁体1两侧的导流轨6，所述钢筋混凝土底板2的顶面相对于水平面倾斜布置，钢筋混凝土底板2的顶面与水平面之间的夹角为α1，所述承轨梁梁体1的底面固定连接钢筋混凝土底板2的顶面，所述承轨梁梁体1、轨枕台座7和轨排9的轴线均与钢筋混凝土底板2的顶面垂直，所述轨排9的轨排中心线10与线路中心线4之间的夹角为α，所述夹角α1＝夹角α。
上述技术方案中，所述钢筋混凝土底板2外侧相对于原始钢筋混凝土底板的超高值h由如下公式1确定：
h＝(D*Vc*Vc)/(12.96*g*R)   (1)
其中，D为轨排9的轨距，Vc为列车通过速度，g为重力加速度，R为曲 线线路半径。
上述技术方案中，所述轨排9的轨排中心线10与线路中心线4之间的夹角α由如下公式2确定：
α＝arctan(h/L)   (2)
其中，L为钢筋混凝土底板2的底面宽度，h为钢筋混凝土底板2外侧相对于原始钢筋混凝土底板的超高值。
上述技术方案中，所述钢筋混凝土底板2的底面中心线偏移线路中心线的e值由如下公式3确定：
e＝(H+0.5*h)*sinα   (3)
其中，H为水平路基面8与轨面之间的距离，h为钢筋混凝土底板2外侧相对于原始钢筋混凝土底板的超高值，α为轨排9的轨排中心线10与线路中心线4之间的夹角。
上述技术方案中，承轨梁偏转、曲梁曲做后，其重心将向曲线内侧移动，钢筋混凝土底板2的底面中心线5偏移线路中心线的e值在圆曲线位置为一定值，在缓和曲线位置为一线性变化值。整个曲线承轨梁结构的重心位于钢筋混凝土底板2的底面中心线5与线路中心线4之间，通过调整结构尺寸使其产生的弯矩能够抵抗因上部承轨梁梁体1偏转产生的扭矩效应，使钢筋混凝土底板2下水平路基面8受力趋于均匀。钢筋混凝土底板2受力最低条件应满足钢筋混凝土底板2外侧应力大于0，按公式4计算；受力均匀条件按公式6计算。
上述技术方案中，所述钢筋混凝土底板2外侧的基底应力PA由如下公式4确定：
Figure PCTCN2015095037-appb-000001
其中，所述G为承轨梁结构自重，F为轨道结构及列车沿竖直方向分项集中荷载，Q为线路横断面方向分项集中荷载，M为轨道结构及列车沿线路纵断面方向的弯矩，α为轨排9的轨排中心线10与线路中心线4之间的夹角即承轨梁向曲线内侧偏转角度，L为钢筋混凝土底板2的底面宽度，H为水平路基面8与轨面之间的距离，e1为承轨梁结构的重心偏心距。
上述技术方案中，所述钢筋混凝土底板2内侧的基底应力PB由如下公式5确定：
Figure PCTCN2015095037-appb-000002
其中，所述G为承轨梁结构自重，F为轨道结构及列车沿竖直方向(向下为正，向上为负)分项集中荷载，Q为线路横断面方向(向右侧为正，向左侧为负)分项集中荷载，M为轨道结构及列车沿线路纵断面方向(向大里程为正，向小里程为负)的弯矩，α为轨排9的轨排中心线10与线路中心线4之间的夹角即承轨梁向曲线内侧偏转角度，L为钢筋混凝土底板2的底面宽度，H为水平路基面8与轨面之间的距离，e1为承轨梁结构的重心偏心距。
G*e1+M+(-F*sinα+Q*cosα)*(H+0.5*L*sinα)*cosα≈0   (6)
其中，所述G为承轨梁结构自重，F为轨道结构及列车沿竖直方向分项集中荷载，Q为线路横断面方向分项集中荷载，M为轨道结构及列车沿线路纵断面方向的弯矩，α为轨排9的轨排中心线10与线路中心线4之间的夹角即承轨梁向曲线内侧偏转角度，L为钢筋混凝土底板2的底面宽度，H为水平路基面8与轨面之间的距离，e1承轨梁结构的重心偏心距。
上述技术方案中，承轨梁梁体1随轨面线中心偏转，曲线超高在承轨梁结构中实现，钢筋混凝土底板2底面水平，钢筋混凝土底板2下水平路基面8受 力均匀，钢筋混凝土底板2下的土工基础施工与直线段路基施工一样方便，结构合理、简洁。具体来说，曲线钢筋混凝土承轨梁结构由上部偏转梁体与下部底板两部分组成，通过钢筋与整体浇筑连成一体。上部偏转梁体(承轨梁梁体1)可以是箱型、工字型等两侧为完整腹板的等截面结构，也可以是支墩型、连续拱形、连续框型等纵向非等截面结构；下部底板(钢筋混凝土底板2)为底面水平、实心的钢筋混凝土结构。
上述技术方案使得低置线路曲线承轨梁沿轨面线中心偏转，使承轨梁梁体1与轨面线、磁浮车辆接触轨连线保持平行，且轨面线与磁浮车辆接触轨连线间的间距保持不变。
上述技术方案中，所述钢筋混凝土底板2顶面的外侧设有高度为h的倒角，该h为钢筋混凝土底板2外侧相对于原始钢筋混凝土底板的超高值。所述钢筋混凝土底板2顶面的内侧设有高度为h/2的倒角，该h为钢筋混凝土底板2外侧相对于原始钢筋混凝土底板的超高值。上述倒角的设计能使上部的承轨梁梁体1的高度满足磁浮车辆界限要求，同时也满足钢筋混凝土底板2的厚度要求。
本发明的施工过程为：
1、低置线路曲线承轨梁梁体1沿轨面线中心偏转，使梁顶面与轨面线、磁浮车辆接触轨连线保持平行，且轨面线与磁浮车辆导流轨连线间的间距保持不变，车辆接触轨支座安装在承轨梁两侧，纵向与梁顶线平行，施工工艺与控制精度与直线承轨效果一样。轨枕台座7通过预埋钢筋，按正交安装在承轨梁顶面。
2、承轨梁偏转后，承轨梁的钢筋混凝土底板2底面做成水平，曲线超高在通过调整承轨梁的底板厚度实施。如附图1，承轨梁向曲线内侧偏转a角度后，将传统底板的底面做成水平，形成钢筋混凝土底板2，钢筋混凝土底板2的底面于外侧增厚h值，h即为承轨梁的底板超高值(按公式1计算)，h值在圆曲线位置为一定值，在缓和曲线位置为一线性变化值。钢筋混凝土底板2顶面于曲线外侧增高h高度做成倒角，曲线内侧做成h/2高度的倒角，使上部梁体1的高度满足磁浮车辆界限要求，同时也满足下部底板2的厚度要求。
3、承轨梁偏转、曲梁曲做后，其重心将向曲线内侧移动，钢筋混凝土底 板2的底面中心线5偏移线路中心线的e值(按公式3计算)，整个曲线承轨梁结构的重心位于钢筋混凝土底板2的底面中心线5与线路中心线4之间，按公式6计算结构尺寸调整e1值，使其产生的弯矩能够抵抗因上部梁体1偏转产生的扭矩效应，使钢筋混凝土底板2下水平路基面8受力趋于均匀。
本说明书未作详细描述的内容属于本领域专业技术人员公知的现有技术。

Claims (10)

  1. 一种中低速磁悬浮交通工程低置线路曲线承轨梁结构，它包括承轨梁梁体(1)、固定在承轨梁梁体(1)顶部的轨枕台座(7)、固定在轨枕台座(7)顶部的轨排(9)、固定在水平路基面(8)上的钢筋混凝土底板(2)、设置在承轨梁梁体(1)两侧的导流轨(6)，其特征在于：所述钢筋混凝土底板(2)的顶面相对于水平面倾斜布置，钢筋混凝土底板(2)的顶面与水平面之间的夹角为α1，所述承轨梁梁体(1)的底面固定连接钢筋混凝土底板(2)的顶面，所述承轨梁梁体(1)、轨枕台座(7)和轨排(9)的轴线均与钢筋混凝土底板(2)的顶面垂直，所述轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角为α，所述夹角α1＝夹角α。
  2. 根据权利要求1所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)外侧相对于原始钢筋混凝土底板的超高值h由如下公式1确定：
    h＝(D*Vc*Vc)/(12.96*g*R)   (1)
    其中，D为轨排(9)的轨距，Vc为列车通过速度，g为重力加速度，R为曲线线路半径。
  3. 根据权利要求2所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角α由如下公式2确定：
    α＝arctan(h/L)   (2)
    其中，L为钢筋混凝土底板(2)的底面宽度，h为钢筋混凝土底板(2)外侧相对于原始钢筋混凝土底板的超高值。
  4. 根据权利要求3所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)的底面中心线偏移线路中心线的e 值由如下公式3确定：
    e＝(H+0.5*h)*Sinα   (3)
    其中，H为水平路基面8与轨面之间的距离，h为钢筋混凝土底板(2)外侧相对于原始钢筋混凝土底板的超高值，α为轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角。
  5. 根据权利要求4所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)外侧的基底应力PA由如下公式4确定：
    Figure PCTCN2015095037-appb-100001
    其中，所述G为承轨梁结构自重，F为轨道结构及列车沿竖直方向分项集中荷载，Q为线路横断面方向分项集中荷载，M为轨道结构及列车沿线路纵断面方向的弯矩，α为轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角即承轨梁向曲线内侧偏转角度，L为钢筋混凝土底板(2)的底面宽度，H为水平路基面8与轨面之间的距离，e1为承轨梁结构的重心偏心距。
  6. 根据权利要求4所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)内侧的基底应力PB由如下公式5确定：
    Figure PCTCN2015095037-appb-100002
    其中，所述G为承轨梁结构自重，F为轨道结构及列车沿竖直方向分项集中荷载，Q为轨道结构及列车线路横断面方向分项集中荷载，M为轨道结构及列车沿线路纵断面方向的弯矩，α为轨排(9)的轨排中心线(10)与线路中心线(4)之间的夹角即承轨梁向曲线内侧偏转角度，L为钢筋混凝土底板(2)的底面宽度，H为水平路基面8与轨面之间的距离，e1为承轨梁结构的重心偏心距。
  7. 根据权利要求4所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)顶面的外侧设有高度为h的倒角，该h为钢筋混凝土底板(2)外侧相对于原始钢筋混凝土底板的超高值。
  8. 根据权利要求4所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述钢筋混凝土底板(2)顶面的内侧设有高度为h/2的倒角，该h为钢筋混凝土底板(2)外侧相对于原始钢筋混凝土底板的超高值。
  9. 根据权利要求1所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：所述承轨梁梁体(1)为两侧是完整腹板的等截面结构或者为纵向非等截面结构。
  10. 根据权利要求1所述的中低速磁悬浮交通工程低置线路曲线承轨梁结构，其特征在于：钢筋混凝土底板(2)为底面水平、实心的钢筋混凝土结构。
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CN107059501A (zh) * 2017-01-24 2017-08-18 北京交通大学 基于装配式技术的跨座式单轨交通钢轨道梁
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CN113204856A (zh) * 2020-05-14 2021-08-03 中国铁路设计集团有限公司 运营高铁轨道空间线形优化设计方法

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CN106283940A (zh) * 2016-09-15 2017-01-04 中铁第四勘察设计院集团有限公司 中低速磁浮交通工程单线挖方地段独立墩柱式承轨梁结构
CN106283939A (zh) * 2016-09-15 2017-01-04 中铁第四勘察设计院集团有限公司 中低速磁浮双线挖方地段桩基托梁式承轨梁过渡段结构
CN106283940B (zh) * 2016-09-15 2017-10-13 中铁第四勘察设计院集团有限公司 中低速磁浮交通工程单线挖方地段独立墩柱式承轨梁结构
CN106283947B (zh) * 2016-09-15 2017-10-13 中铁第四勘察设计院集团有限公司 中低速磁浮双线填方地段桩基托梁分幅式承轨梁结构
CN106283939B (zh) * 2016-09-15 2017-10-27 中铁第四勘察设计院集团有限公司 中低速磁浮双线挖方地段桩基托梁式承轨梁过渡段结构
CN106283947A (zh) * 2016-09-15 2017-01-04 中铁第四勘察设计院集团有限公司 中低速磁浮双线填方地段桩基托梁分幅式承轨梁结构
CN107059501A (zh) * 2017-01-24 2017-08-18 北京交通大学 基于装配式技术的跨座式单轨交通钢轨道梁
CN107059501B (zh) * 2017-01-24 2024-01-16 北京交通大学 基于装配式技术的跨座式单轨交通钢轨道梁
CN107724230B (zh) * 2017-10-12 2023-11-17 中铁第四勘察设计院集团有限公司 一种具有线路超高功能的跨座式轨道梁支座
CN107724230A (zh) * 2017-10-12 2018-02-23 中铁第四勘察设计院集团有限公司 一种具有线路超高功能的跨座式轨道梁支座
CN109440605A (zh) * 2018-12-13 2019-03-08 河北建设集团卓诚路桥工程有限公司 一种具有路面平整度自适应功能的桁架式刻纹机
CN110205882A (zh) * 2019-07-12 2019-09-06 湖南磁浮技术研究中心有限公司 一种中低速磁浮轨道结构
CN110318308A (zh) * 2019-08-14 2019-10-11 中铁十一局集团第三工程有限公司 一种复杂地段磁浮轨排铺设系统及方法
CN110318308B (zh) * 2019-08-14 2024-02-20 中铁十一局集团第三工程有限公司 一种复杂地段磁浮轨排铺设系统及方法
CN113204856A (zh) * 2020-05-14 2021-08-03 中国铁路设计集团有限公司 运营高铁轨道空间线形优化设计方法
CN113204856B (zh) * 2020-05-14 2022-03-18 中国铁路设计集团有限公司 运营高铁轨道空间线形优化设计方法

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