WO2017125028A1

WO2017125028A1 - Rail support beam low track and viaduct transition section structure for medium-low-speed magnetic suspension traffic project

Info

Publication number: WO2017125028A1
Application number: PCT/CN2017/071618
Authority: WO
Inventors: 郭建湖; 李小和; 姚洪锡; 王勇刚; 杨辉建; 李巍
Original assignee: 中铁第四勘察设计院集团有限公司
Priority date: 2016-01-21
Filing date: 2017-01-19
Publication date: 2017-07-27
Also published as: CN105672067A; CN105672067B

Abstract

A rail support beam low track and viaduct transition section structure for a medium-low-speed magnetic suspension traffic project. The structure comprises a roadbed, a bridge abutment (2), rail support beams (1), grouting pipes (5), and drainage ditches (7). The bridge abutment (2) comprises an abutment back body (2.1) and abutment cones (2.3). Each rail support beam (1) comprises a bottom slab (1.2) and an upper structure (1.1) disposed on the bottom slab (1.2), and the bottom slab is buried in the roadbed, and the bottom slab (1.2) extends downwards to form tenons (1.3) corresponding to tenon grooves (2.2). Each tenon (1.3) is placed in the corresponding tenon groove (2.2), and round corners are disposed on the tenons (1.3) and the tenon grooves (2.2), so that the tenons (1.3) can rotate in the tenon grooves (2.2). There are multiple grouting pipes (5), and the grouting pipes (5) are disposed in the roadbed. The rail support beams of a low track are in lap joint with the tenon grooves of a viaduct, so that settlement and slab staggering between the low track and the viaduct caused by different foundation treatment measures are avoided, the effect that settlement and slab staggering of a magnetic suspension F rail at the junction position of the low track and the abutment are avoided is ensured, and the requirements for smoothness of the F rail at the transition section between a viaduct structure and the low track of the magnetic suspension traffic project is effectively satisfied.

Description

Transitional section structure of low-line and viaduct of track-bearing beam for medium and low-speed magnetic levitation traffic engineering

[Technical field]

The invention belongs to the field of low-profile line structure of medium-low speed maglev traffic engineering, and more particularly relates to a low-line line and viaduct transition section structure of a low-speed magnetic suspension traffic engineering track-bearing beam.

[Background technique]

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, Qingchengshan test line, Tangshan experimental line, but there is no official line of operation, and the main structure is elevated structure, rarely seen the transition between the elevated structure and the low-line line Structural research and application.

In the wheel-rail high-speed railway, there are a large number of bridge transition section subgrades. Most of the high-speed railway transition section subgrades adopt a trapezoidal structure. The trapezoidal range is filled with graded gravel and cement, and the subgrade is more than the non-transition section. High compaction requirements. In the operation process of the completed high-speed railway, the range of the transition section of the bridge road often causes defects such as bulge, sag, and slurry. Most of the causes of this disease are due to the fact that the subgrade of the transition section is still a geotechnical structure composed of rock and soil. After the roadbed of the transition section, some settlement will still occur, and there is a certain post-construction settlement difference with the abutment. The settlement difference is not more than 5mm). Because the high-speed railway adopts seamless line rails, it does not affect the normal operation within the scope of the post-construction settlement difference, but it will lead to the defects of the ballastless track uplift, separation, and slurry. Timely maintenance and repair.

The F-rail of the medium-low speed maglev traffic line is formed by the short-track of one section and the joints of the track, and the inter-rail seam is reserved to meet the smoothness of the F-track of the maglev train. Guarantee. In the low-line section, the foundation under the bearing beam is a geotechnical structure composed of rock and soil. Affected by topography, geological conditions and other factors, the quality is relatively difficult to control. Under the action of loads and various natural environmental factors, uneven settlement is easy to occur. It is inevitable that post-construction settlement will be inconsistent with the elevated structure abutment, resulting in post-construction settlement. The settlement difference between the low-line and the abutment position will inevitably affect the smoothness of the F-track, and may even cause problems such as misalignment and deformation of the F-rail. In severe cases, it will affect the normal operation of the maglev vehicle. Therefore, the high-speed railway transition section roadbed treatment method cannot be directly used for maglev traffic engineering.

[Summary of the Invention]

In view of the above drawbacks or improvement requirements of the prior art, the present invention provides a low-line tenon bearing beam transition section structure for medium and low speed magnetic levitation traffic engineering. The structure not only needs to meet the rigidity and settlement transition between the elevated structure and the low-line line, but also ensures the smoothness requirement of the F-rail of the elevated structure of the magnetic levitation traffic engineering and the transition section of the low-line line, and also meets the transition section of the low-line line of the maglev traffic engineering. The strength and long-term stability requirements of the foundation are strong, and the construction quality is controllable.

In order to achieve the above object, according to the present invention, a low-speed line and viaduct transition section structure of a low-speed magnetic suspension traffic engineering track-bearing beam is provided, which is characterized by including a roadbed, a bridge abutment, a bearing beam, a grouting pipe and a drainage Ditch, among them,

The bridge abutment includes a back main body and an abutment cone, the back main body abuts on the roadbed, and the back main body is provided with a tongue and groove in a front-rear direction, and the cross-section of the gutter is inverted trapezoidal. The abutment cones are two and the two abutment cones are respectively disposed on the front side and the rear side of the table back main body, and each abutment cone top is disposed at a position corresponding to the gutter a drain for discharging the accumulated water in the gutter;

The length of the rail-bearing beam extends in the left-right direction, and includes a bottom plate and an upper structure disposed on the bottom plate. The bottom plate is buried in the roadbed, and the bottom plate extends downwardly from the end of the main body of the backing body and the gutter a corresponding tenon, the tenon is placed in the gutter so that the back main body supports the rail beam, and further, the tenon and the gutter are provided with rounded corners so that the tenon can Rotating in the gutter to rotate the rail beam relative to the back main body;

The grouting pipe is a plurality of pipes and the grouting pipes are disposed in the roadbed to occur on the roadbed Grouting fills the roadbed during settling.

Preferably, the subgrade comprises a cushion layer and a trapezoidal filling body, the cushion layer is cast from plain concrete and disposed between the rail bearing beam and the trapezoidal filling body, the trapezoidal filling body Constructed with graded gravel and cement, sand-free concrete is provided as a filter layer between the bridge abutment and the trapezoidal filling body, and a drain pipe is arranged in the filter layer for filtering The water in the layer is taken out.

Preferably, the end of the roadbed near the gutter is provided with an end wall for supporting and shielding the filler of the formed roadbed.

Preferably, a wear resistant sliding layer is further disposed, the wear resistant sliding layer being disposed between the tenon and the gutter.

Preferably, the ditch top of the gutter is flush with the bottom end surface of the bottom plate of the rail beam, the bottom of the ditch is not higher than the bottom of the trough of the gutter, and the groove width of the gutter is larger than the groove of the gutter The bottom width is 20 cm or more in order to observe the inside of the groove bottom of the gutter.

Preferably, the drain has a slope of not less than 4%.

Preferably, each of the grouting pipes is made of a stainless steel pipe having an inner diameter of 3 cm and a plurality of grouting holes having a diameter of 5 mm are formed on the stainless steel pipe, and all the grouting pipes are disposed in the left-right direction and one is disposed at intervals of 0.6 m.

Preferably, the wear resistant sliding layer is made of a polyester filament composite polyethylene geomembrane.

In general, the above technical solutions conceived by the present invention can achieve the following beneficial effects compared with the prior art:

(1) The bottom of the low-line bearing rail beam is placed near the end of the elevated bridge, and the elevated bridge pier is provided with a gutter, and the low-track bearing girder is lapped in the abutment to form a movable hinge, which avoids The settlement between the two due to the different foundation treatment measures ensures that the magnetic F-rail will not be misplaced at the position where the low-line and the abutment are connected, and effectively realize the F-rail of the elevated structure and the low-line transition of the magnetic levitation traffic engineering. Ride requirements.

(2) The bottom sill of the low-stay line bearing beam is rounded, and the wear-resistant sliding layer is arranged between the bottom sill of the low-line bearing beam and the abutment groove, which releases the bearing beam to some extent. The rotational constraints that may occur under differential load, temperature and other loads, and the dynamic stress transmitted by the maglev train to the bridge pier and abutment, reduce the dynamic stress acting on the abutment and the braking force of the maglev vehicle, and at the same time The partial pressure damage of the structure caused by the stress concentration caused by the mutual pressing between the tenon and the gutter is avoided.

(3) Pre-buried grouting pipe between the bottom of the underlying layer of the low-line bearing beam and the geotechnical foundation under the cushion under the viaduct, when the geotechnical foundation under the bearing beam is over-settled, the bearing beam and the geotechnical under the beam are caused. When the foundation is separated from the seam, the pre-buried grouting pipe can be used to grout block and fill the gap, so that the low-line bearing beam and the geotechnical foundation under the beam are closely attached, which avoids the structural damage of the bearing beam due to the bottom separation. The harm caused by uneven force ensures the durability and long-term safety of the rail beam structure.

(4) Drainage ditch is provided at the position of the corresponding abutment groove on both sides of the low-track bearing beam, and the end wall is arranged on the lower line side. The end wall is integrated with the abutment gutter drainage ditch, which is beneficial to the abutment gutter. The timely discharge of water in the middle is beneficial to the overhaul and maintenance of the bearing beam crown and the abutment groove to ensure its long-term use function.

[Description of the Drawings]

Figure 1 is a schematic longitudinal sectional view of the present invention;

Figure 2 is a schematic view showing the structure of a detail portion of the gutter in the present invention;

Figure 3 is a schematic cross-sectional view taken along line I-I of Figure 1;

Figure 4 is a schematic cross-sectional view taken along line II-II of Figure 1;

Figure 5 is a schematic view of an end wall and a drain in the present invention.

[detailed description]

The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It is understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. Further, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not constitute a conflict with each other.

Referring to Figures 1 to 5, a medium and low speed magnetic levitation traffic engineering bearing beam 1 low line and overhead Bridge transition section structure, including subgrade, bridge abutment 2, rail-bearing beam 1, grouting pipe 5 and drainage ditch 7, wherein

The bridge abutment 2 includes a base body 2.1 and an abutment cone 2.3. The base body 2.1 abuts against a roadbed. The platform body 2.1 is provided with a tongue and groove 2.2 in the front-rear direction. The cross section is in an inverted trapezoidal shape, the abutment cones 2.3 are two and the two abutment cones 2.3 are respectively disposed on the front side and the rear side of the table back main body 2.1, and each abutment cone 2.3 is The drainage groove 7 is disposed at a position corresponding to the gutter 2.2 for discharging the accumulated water in the gutter 2.2; preferably, further comprising a wear-resistant sliding layer 3, the wear-resistant sliding layer 3 being disposed on Between the tenon 1.3 and the gutter 2.2, the wear of the tenon 1.3 and the back main body 2.1 is avoided. In addition, the ditch 7 has a slope of not less than 4% in order to discharge the water in the gutter 2.2. Preferably, the wear resistant sliding layer 3 is made of a polyester filament composite polyethylene geomembrane.

The rail-bearing beam 1 includes a bottom plate 1.2 and an upper structure 1.1 disposed on the bottom plate 1.2. The bottom plate 1.2 is buried in the roadbed. The bottom plate 1.2 extends downwardly from the end of the base back main body 2.1 with the gutter 2.2. Corresponding tenons 1.3, the tenons 1.3 are placed in the gutters 2.2 such that the back main body 2.1 supports the rail-bearing beams 1, and further, the tenons 1.3 and the gutters 2.2 are provided with rounded corners So that the tenon 1.3 can rotate in the gutter 2.2, so that the bearing beam 1 rotates relative to the back main body 2.1; the tenon 1.3 can rotate relatively small relative displacement in the gutter 2.2, can The dynamic stress transmitted by the maglev train to the bridge abutment acts as a buffer, which reduces the dynamic stress acting on the abutment and the braking force of the maglev vehicle, and avoids the stress concentration caused by the mutual compression between the tenon and the gutter. Cause local compression damage of the structure.

The grouting pipe 5 is a plurality of pipes and the grouting pipes 5 are disposed in the roadbed to grout fill the roadbed when the subgrade is settled.

Further, the subgrade includes a mat layer 4 and a trapezoidal filling body 6 , the mat layer 4 is cast from plain concrete and disposed between the rail bearing beam 1 and the trapezoidal filling body 6 The trapezoidal filling body 6 is constructed by using a graded gravel and cement. A sand-free concrete is disposed between the bridge abutment 2 and the trapezoidal filling body 6 as a filter layer, and a drain pipe is arranged in the filter layer. For use in The water in the filter layer is taken out. Preferably, the grouting tube 5 is disposed in the mat 4.

Further, the end of the roadbed near the gutter 2.2 is provided with an end wall 8 for supporting and shielding the filling of the formed roadbed, preventing the filler from entering the drainage ditch 7, affecting the drainage of the drainage ditch 7 and the bearing beam convex 1.3 and the bridge Inspection and maintenance of the rafter 2.2.

Further, the ditch top of the drain groove 7 is flush with the bottom end surface of the bottom plate 1.2 of the rail beam 1, the bottom of the groove is not higher than the bottom of the groove of the gutter 2.2, and the groove width of the gutter 7 is larger than The groove bottom width of the gutter 2.2 is larger than 20 cm in order to observe the inside of the groove bottom of the gutter 2.2.

Further, each of the grouting pipes is horizontally disposed, and a stainless steel pipe having an inner diameter of 3 cm is used and a plurality of grouting holes having a diameter of 5 mm are opened on the stainless steel pipe, and all the grouting pipes are arranged in the left-right direction and are disposed at intervals of 0.6 m. root. When the geotechnical foundation under the bearing beam is set off and the bottom of the bearing beam is separated from the joint, it is filled with grouting through the pre-buried grouting pipe to avoid the condition of the bearing beam being deteriorated due to the grounding of the bearing beam.

The bearing beam 1 is composed of the upper structure of the bearing beam 1.1 and the bottom plate 1.2 of the bearing beam. The bottom of the bearing beam is arranged by the end of the abutment 1.3; the back of the bridge abutment 2 is set at the corresponding position of the bearing of the bearing beam The sill groove 2.2, the bearing beam sill 1.3 overlaps the bridge abutment sill 2.2. The low-profile track-bearing beam truss 1.3 is lapped at the abutment sill 2.2, and the force mode is hinged, which can release the rotation constraint of the low-line track-bearing beam, retaining the vertical and vertical restraints, releasing the temperature force and avoiding the bearing. The rail beam is warped and cracked. At the same time, the low-line bearing beam and the abutment overlap position are consistent, which avoids the staggered settlement between the abutment 2 and the low-line bearing beam structure 1; The other end of the beam is buried in a stable low-line structure, and its settlement is consistent with the low-line structure. Because the low-line structure is under the controllable range after foundation treatment and compaction, the bearing beam is covered. The settlement between the two ends is located between the bridge 2 and the low-line structure, which is close to linear change, thus realizing the settlement transition between the elevated bridge structure and the low-line structure, and avoiding the misalignment, ensuring the transition section effectively. The smoothness of the range F rail.

The wear-resistant sliding layer 3 is disposed between the bearing beam tenon 1.3 and the bridge abutment 2 groove 2.2, the head position of the bearing beam tenon 1.3 is rounded, and the bridge abutment 2 groove 2.2 is also rounded. Through the action of the wear-resistant sliding layer 3, the rotation constraint of the bearing beam 1 under the load of differential settlement and temperature can be released to some extent, and the dynamic stress transmitted by the maglev train to the bridge pier 2 is buffered. The function also avoids the wear between the rail beam crown 1.3 and the abutment chute 2.2, and avoids the local bearing damage caused by the stress concentration caused by the mutual pressing between the tenon 1.3 and the abutment chute 2.2.

The drainage channel 7 corresponding to the abutment groove 2.2 is arranged on the top of the abutment cone 2.3 on both sides, the top of the groove is flush with the bottom of the bottom plate of the bearing beam, the bottom of the groove is not higher than the bottom of the groove, and the width of the bottom of the groove is larger than the bottom of the groove. Less than 10cm, on the one hand, it facilitates the smooth discharge of water in the gutter, and on the other hand, it is convenient for inspection and maintenance of the bearing beam and the abutment gutter. The lateral drainage slope of the drainage ditch is not less than 4%, and is discharged outside the foot of the roadbed through the drainage channel of the subgrade slope.

The end wall 8 is disposed on the side of the drainage channel 7 adjacent to the low line, the top of the end wall 8 is flat and the top surface of the line backfill layer, and the base of the end wall 8 is located at the bottom of the drainage channel 7 not less than 20 cm, the end wall 8 and the drainage ditch 7 Generally, C25 concrete is poured in one piece, and the two are connected by steel bars.

The geotechnical foundation under the low-line bearing beam is set according to the structural form of the transition section of the high-speed railway bridge. The trapezoidal filling body 6 is filled with cement with graded gravel and meets the corresponding compaction requirements and grounding settlement control requirements. A sand-free concrete filter layer is arranged between the gravel and the abutment, and a drain pipe is provided to guide the water out of the roadbed.

The transition section structure of the low-line line and the viaduct of the low-speed magnetic levitation traffic engineering proposed by the invention is that the low-track line bearing beam is erected in the abutment groove by the truss, and is articulated in the bearing beam The sliding wear layer is installed between the abutment groove and the pre-buried grouting pipe under the bearing beam, which effectively releases the rotation constraint of the bearing beam under the differential settlement, temperature and other loads, and reduces the effect on the abutment. The dynamic stress on the upper and the braking force of the maglev vehicle realize the stiffness and settlement transition between the elevated structure and the low-line, avoiding the large difference in stiffness and settlement between the two, and the construction quality is easy to control and easy to control. Maintenance and maintenance can meet the requirements of safe and comfortable operation of maglev trains, smooth transition of foundation stiffness and settlement, and long-term stability.

The specific manufacturing process of the present invention is as follows:

(1) Construction of elevated bridge structure abutments, preparation of the gutter formwork before the concrete of the bridge body, and construction of the abutment and abutment gutters.

(2) Backfilling the foundation pit of the abutment, leveling the ground of the low-line section after the platform, and performing the necessary foundation treatment according to the foundation conditions; after the foundation treatment is completed, the geotechnical work of the low-line bearing beam behind the platform is completed according to the design requirements of the transition section. Foundation, the geotechnical foundation under the post-stay track beam and the abutment cone synchronous filling construction. According to the filling type and compaction requirement of each part during the filling, the transition section and the non-transition section shall be layered simultaneously, and the next layer of filling inspection shall meet the requirements before filling the upper layer.

(3) After the completion of the filling of the geotechnical foundation under the bearing beam, the pre-buried grouting pipe shall be constructed. When constructing the pre-buried grouting pipe, firstly excavate a groove with a width and a depth of 10cm in the pre-buried position. After the bottom of the trough is tightly leveled, the grouting pipe is placed, and the cross-section of the bottom of the bearing beam is backfilled with gravel, other The range is backfilled with the original excavated geo-based filler and compacted by a small flat roller compactor. The end of the grouting pipe buried in the soil is sealed by iron sheet welding, and the other end is exposed to the slope of not less than 30cm. The pipe head of the grouting pipe is protected by a cap with a threaded buckle, which is convenient for connecting the grouting hose later. A grouting hole with a diameter of 5 mm is placed on each grouting pipe in the bottom of the bearing beam, and the hole spacing is 10-15 cm, and the ring is 3 holes, which are staggered.

(4) After the settlement observation, after the settlement assessment meets the requirements, the construction cushion shall be laid, and the wear-resistant sliding layer shall be laid after the cushion layer of the bearing beam reaches the design strength.

(5) Construction bearing beam. According to the design requirements, measuring and positioning, installing the truss bearing beam formwork, installing the asphalt wood board and waterproof layer between the bearing beam end and the bridge gap, tying the steel bar, the bearing beam beam body and the convex sill under the beam floor The concrete is poured into concrete, and the concrete is cured according to the design requirements. After the design strength is reached, the template is removed.

(6) Construction of the drainage ditch on both sides of the low-line and the end wall next to the drainage ditch. The drainage ditch and the end wall are formed by concrete concrete pouring construction. After the drainage ditch and the end wall concrete reach the design strength, the formwork is removed and then constructed according to the design requirements. The low-level line is equipped with the backfill layer, the sealing layer and the related ancillary structures on the top surface of the gravel, according to the design and construction of the abutment cone top sealing layer, etc., construction slope protection and drainage engineering.

(7) Installation and construction of low-line and elevated structure rails and related ancillary works. After the completion of construction, the transition section of the low-profile and viaduct transition sections of the low-speed magnetic levitation traffic engineering.

Those skilled in the art will appreciate that the above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and scope of the present invention, All should be included in the scope of protection of the present invention.

Claims

A medium-low speed magnetic levitation traffic engineering bearing beam low-line line and viaduct transition section structure, characterized in that it comprises a roadbed, a bridge abutment, a bearing beam, a grouting pipe and a drainage ditch, wherein

The bridge abutment includes a back main body and an abutment cone, the back main body abuts on the roadbed, and the back main body is provided with a tongue and groove in a front-rear direction, and the cross-section of the gutter is inverted trapezoidal. The abutment cones are two and the two abutment cones are respectively disposed on the front side and the rear side of the table back main body, and each abutment cone top is disposed at a position corresponding to the gutter a drain for discharging the accumulated water in the gutter;

The length of the rail-bearing beam extends in the left-right direction, and includes a bottom plate and an upper structure disposed on the bottom plate. The bottom plate is buried in the roadbed, and the bottom plate extends downwardly from the end of the main body of the backing body and the gutter a corresponding tenon, the tenon is placed in the gutter so that the back main body supports the rail beam, and further, the tenon and the gutter are provided with rounded corners so that the tenon can Rotating in the gutter to rotate the rail beam relative to the back main body;

The grouting pipe is a plurality of pipes and the grouting pipes are disposed in the roadbed to grout fill the roadbed when the roadbed is settled.
The medium-low-speed magnetic levitation traffic engineering track-bearing beam low-line and viaduct transition section structure according to claim 1, wherein the roadbed comprises a cushion layer and a trapezoidal filling body, and the cushion layer is casted by plain concrete. And formed between the rail-bearing beam and the trapezoidal filling body, the trapezoidal filling body is constructed by grading gravel and cement, the bridge abutment and the trapezoidal filling body A sand-free concrete is provided as a filter layer, and a drain pipe is disposed in the filter layer for extracting water in the filter layer.
The low-speed line and viaduct transition section structure of the track-bearing beam of the medium-low speed magnetic levitation traffic engineering according to claim 1, wherein the end of the roadbed near the gutter is provided with an end wall for supporting and blocking formation. Subgrade filler.
The low-profile line of the track-bearing beam for medium and low-speed magnetic levitation traffic engineering according to claim And a viaduct transition section structure, characterized in that it further comprises a wear-resistant sliding layer disposed between the tenon and the gutter.
The low-line line and viaduct transition section structure of the medium-low-speed magnetic levitation traffic engineering bearing frame according to claim 1, wherein the ditch top of the gutter is flush with the bottom end surface of the bottom plate of the track beam, and the ditch thereof The bottom is not higher than the groove bottom of the gutter, and the groove width of the gutter is 20 cm or more larger than the groove bottom width of the gutter to observe the inside of the groove bottom of the gutter.
The medium-low-speed magnetic levitation traffic engineering track-bearing beam low-line and viaduct transition section structure according to claim 1, characterized in that the slope of the drainage ditch is not less than 4%.
The medium-low-speed magnetic levitation traffic engineering track-bearing beam low-line and viaduct transition section structure according to claim 1, wherein each of the grouting pipes adopts a stainless steel pipe having an inner diameter of 3 cm and is provided on the stainless steel pipe. A grouting hole of 5 mm in diameter, all the grouting pipes are arranged in the left-right direction and one is placed at intervals of 0.6 m.
The medium-low-speed magnetic levitation traffic engineering track-bearing beam low-line and viaduct transition section structure according to claim 1, wherein the wear-resistant sliding layer is made of a polyester filament composite polyethylene geomembrane.