WO2017185917A1 - 中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构 - Google Patents

中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构 Download PDF

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Publication number
WO2017185917A1
WO2017185917A1 PCT/CN2017/077468 CN2017077468W WO2017185917A1 WO 2017185917 A1 WO2017185917 A1 WO 2017185917A1 CN 2017077468 W CN2017077468 W CN 2017077468W WO 2017185917 A1 WO2017185917 A1 WO 2017185917A1
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Prior art keywords
rail
bearing beam
bearing
track
low
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PCT/CN2017/077468
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English (en)
French (fr)
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郭建湖
姜鹰
李小和
赵新益
姚洪锡
李巍
王勇刚
杨辉建
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中铁第四勘察设计院集团有限公司
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Publication of WO2017185917A1 publication Critical patent/WO2017185917A1/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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2/00—General structure of permanent way
    • 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
    • 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
    • E01B25/305—Rails or supporting constructions
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B3/00—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails
    • E01B3/28—Transverse or longitudinal sleepers; Other means resting directly on the ballastway for supporting rails made from concrete or from natural or artificial stone
    • E01B3/38—Longitudinal sleepers; Longitudinal sleepers integral or combined with tie-rods; Combined longitudinal and transverse sleepers; Layers of concrete supporting both rails
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/08—Deep or vertical foundation
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2204/00—Characteristics of the track and its foundations
    • E01B2204/09—Ballastless systems

Definitions

  • the invention belongs to the field of medium and low speed magnetic levitation low line, and more particularly relates to an inter-segment limit structure of a track beam of a low-line single-line section of a medium-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, Qingchengshan test line, Tangshan experimental line, but there is no official line of operation, and the main structure is elevated structure, rarely related to the low-line line bearing beam structure Research and application.
  • the line has great adaptability to deformation, and the settlement control standard for the roadbed is relatively loose. Therefore, a large number of lines are built on the fill roadbed; the current ballastless track high-speed railway, although the line
  • the post-construction settlement requirements of the subgrade are very strict.
  • the medium and low-speed magnetic levitation traffic line maglev train runs in the "holding track" mode.
  • the F-track of the low-speed magnetic levitation traffic line is formed by a section of short track on-site splicing, and the inter-rail seam is reserved to meet the maglev train F.
  • the requirement for smooth operation of the rail must be ensured by the low-line structure under the rail. Therefore, the magnetic levitation traffic line has higher requirements for the deformation control standard and ride comfort of the under-rail foundation.
  • the traditional bearing beam structure In order to prevent excessive temperature stress and uneven settlement, the traditional bearing beam structure generally adopts expansion joints of 10 to 30 m per section.
  • the foundation under the bearing beam is a geotechnical structure composed of rock and soil, subject to terrain and geological conditions. The influence of factors, the quality is relatively difficult to control, so in the load and various self.
  • uneven settlement is easy to occur, and inconsistent post-construction settlement will inevitably occur between adjacent bearing beams, resulting in misalignment of the bearing beam, thereby affecting the smoothness of the F-track, and may even lead to F. Rails cause problems such as misalignment and deformation, which will affect the normal operation of the magnetic levitation vehicle in severe cases.
  • the present invention provides an inter-node limit structure for a track-bearing beam of a low-line single-line section of a low-speed magnetic levitation traffic engineering, which is easier to control and has better long-term stability.
  • the structure not only meets the high requirements of the track structure and the post-construction settlement of the track structure of the medium and low-speed magnetic levitation traffic engineering, but also meets the requirements of the long-term stability, durability and construction quality controllability of the bed, and the economy. Better.
  • an inter-segment limit structure for a track-bearing beam of a low-line single-line section of a medium-low speed magnetic levitation traffic engineering is provided, which is characterized in that it comprises a sub-base filler of a track-bearing beam, an underlying layer of a track-bearing beam, Two adjacent rail-bearing beams, anti-vertical misalignment slabs, anti-transverse staggered bosses and back-rail beam backfill fillers, wherein
  • the anti-vertical misalignment slab is fixedly disposed on the underlying road filler of the rail beam and the lower end thereof extends into the subgrade filler under the rail beam, and the bottom end surface of the anti-vertical misalignment slab is disposed Square convex teeth;
  • the underlying layer of the rail beam is laid on the top surface of the roadbed filler under the bearing beam;
  • each of the rail-bearing beams includes a lower floor of the rail-bearing beam and an upper beam body of the rail-bearing beam fixedly disposed on the bottom floor of the rail-bearing beam;
  • two of the rail-bearing beams There is a lower expansion joint between the lower bottom plates, and an upper expansion joint exists between the upper beam bodies of the two bearing beams;
  • the number of the anti-transverse staggered bosses is two, and the two anti-transverse staggered bosses are disposed on the left and right sides, and each of the anti-transverse staggered bosses is fixedly disposed on the anti-vertical misalignment a top end surface, and each of the anti-transverse staggered bosses is disposed at a position corresponding to the lower expansion joint,
  • One of the anti-transverse stud bosses is fixedly connected to the left side of the two of the rail-bearing beams, and the other anti-transverse staggered boss is fixedly connected with the right side of the two of the rail-bearing beams to prevent two The rail beam is laterally moved;
  • the rail beam backfill filler is disposed on the left and right sides of each of the rail beams.
  • an anti-vertical buffer layer is further disposed between the anti-vertical misalignment strap and the rail-bearing beam.
  • the lower expansion joint is provided with a expansion joint filling material.
  • the height of the anti-lateral misalignment boss is smaller than the height of the lower floor of the rail beam.
  • the cross-section of the rail-bearing beam is "convex" shaped.
  • a plurality of said square convex teeth are arranged along the longitudinal direction of said rail beam.
  • the anti-displacement reinforced concrete slab is set at the inter-section position of the bearing beam of the present invention, and the bearing beam is placed on the same reinforced concrete error-proof platen with a certain rigidity, thereby effectively avoiding the foundation under the bearing beam.
  • the bearing beam, the reinforced concrete bottom plate, the underlying cushion of the bottom plate and the reinforced concrete error-proof platen of the invention can effectively increase the stability of the longitudinal and lateral directions of the track-bearing beam, and is also beneficial for maintenance and maintenance during operation.
  • the measures are simple, easy to construct, cost-effective, and effective.
  • the bearing beam, the inter-section error proofing lap plate, and the underlying beam filling subgrade structure can be anchored together to increase the overall stability of the low-profile line structure.
  • Figure 1 is a schematic cross-sectional view of the present invention
  • Figure 2 is a schematic longitudinal sectional view of the present invention
  • Figure 3 is a top plan view of the present invention.
  • the inter-section limit structure of the track-bearing beam in the single-line section of the low-speed line of the medium and low-speed magnetic levitation traffic engineering including the subgrade padding under the bearing beam 9, the underlying layer of the girder beam, and the adjacent two sections of the track Beam, anti-vertical misalignment platform 1, anti-lateral misalignment boss 2 and rail beam backfill filler 5, wherein
  • the anti-vertical misalignment strap 1 is fixedly disposed on the under-span beam under the roadbed filler 9 and the lower end thereof extends into the under-span beam sub-base filler 9, the bottom of the anti-vertical misalignment strap 1
  • the end surface is provided with a plurality of square convex teeth 10, and the square convex teeth 10 are arranged along the longitudinal direction of the rail beam, thereby forming a terminal thorn structure, so that the vertical gusset 1 is better fixed in the Under the road beam, the roadbed filler 9;
  • the underlying beam layer 8 of the rail beam is laid on the top surface of the roadbed filler 9 under the rail beam;
  • each of the rail-bearing beams includes a lower beam bottom plate 7 and a rail beam upper beam body 6 fixedly disposed on the bottom plate 7 of the rail beam; a lower expansion joint between the two bottom rails 7 of the rail beam, and two upper rail beams 6 of the rail beam There is an expansion joint between them;
  • the number of the anti-transverse stud bosses 2 is two, and the two anti-transverse staggered bosses 2 are disposed on the left and right sides, and each of the anti-transverse staggered bosses 2 is fixedly disposed on the anti-vertical staggered platform a top end surface of the slab 1 and each of the anti-transverse stud bosses 2 are respectively disposed at a position corresponding to the lower expansion joint, wherein one of the anti-lateral misalignment bosses 2 and the two section of the rail-bearing beams The left side is fixedly connected, and the other anti-transverse stud boss 2 is fixedly connected with the right side of the two of the rail-bearing beams to prevent lateral movement of the two rail-bearing beams;
  • the rail-bearing beam backfill filler 5 is disposed on the left and right sides of each of the rail-bearing beams.
  • anti-vertical misalignment strap 1 and the rail-bearing beam are further provided with wear-resistant buffer Layer 3.
  • expansion joint filling material 4 is disposed at the lower expansion joint.
  • the height of the anti-transverse stud boss 2 is smaller than the height of the bottom plate 7 of the rail beam.
  • the anti-vertical misalignment platform 1 and the anti-transverse staggered boss 2 of the present invention are integrally tied and reinforced by reinforced concrete, and are located at the joint of the two rail-bearing beams, and are disposed on the lower floor 7 of the rail-bearing beam and the bearing beam Between the underlying layers 8 of the beam.
  • the bottom plates of the two rail-bearing beams are overlapped on the anti-vertical misalignment slab 1 , and the same settlement deformation is generated at the joints due to the shared slabs, thereby avoiding the vertical settlement.
  • Anti-vertical misalignment slabs 1 are provided on both sides of the anti-transverse stud boss 2, which are integrally embossed and integrated into the roadbed after being affixed with steel bars.
  • the frame-bearing beam structure of the limiting structure is evenly arranged along the direction of the line, and the bearing beam adopts a "convex" section reinforced concrete structure with a bottom plate, and a plain concrete bearing beam underlay is placed under the bottom plate of the bearing beam.
  • Layer 8 the anti-displacement reinforced concrete slab is set between the rail-bearing beams, and the bearing beam is placed on the same concrete slab with rigidity, which can effectively avoid the rail surface caused by the uneven settlement of the foundation under the bearing beam.
  • the problem of smoothness, combined with the rail beam, the bottom plate, the cushion layer and the inter-section error-proof platen can effectively increase the longitudinal and lateral stability of the structure.

Abstract

中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，包括承轨梁下路基填料（9）、承轨梁梁下垫层（8）、相邻两节承轨梁、防竖向错台搭板（1）、防横向错台凸台（2）和承轨梁回填填料（5），防竖向错台搭板（1）固定设置于承轨梁下路基填料（9）上并且其下端伸入承轨梁下路基填料（9）。该承轨梁节间位置设置防错台钢筋混凝土搭板，将承轨梁设置在同一块具有一定刚度的防错台钢筋混凝土搭板上，有效避免了因承轨梁下地基不均匀沉降引起的轨面不平顺的问题。

Description

中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构 【技术领域】
本发明属于中低速磁悬浮低置线路领域，更具体地，涉及中低速磁悬浮交通工程低置线路单线地段承轨梁节间限位结构。
【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，但没有投入运营的正式线路，且均以高架结构为主，鲜见有关低置线路承轨梁结构方面的研究与应用。
常规普速轮轨铁路中，线路对变形的适应能力大，对路基的沉降控制标准要求相对较松，因而有大量的线路修建在填土路基上；目前的无砟轨道高速铁路，尽管对线下路基的工后沉降要求十分严格，仍有不少线路修建在填土路基上，要求线下路基按构筑物修建，具有足够的强度与抗变形的能力，在各种自然环境下长期稳定。而中低速磁悬浮交通线磁悬浮列车采用“抱轨行驶”的方式运行，中低速磁悬浮交通线的F轨是由一节节短轨现场拼接而成，并留有轨间缝，要满足磁悬浮列车F轨的平稳运行的要求，就必须靠轨下低置线路结构保证，因而，磁悬浮交通线路对轨下基础的变形控制标准以及平顺性的要求更高。
为了防止过大的温度应力和不均匀沉降，传统的承轨梁结构一般采用每节10～30m设置伸缩缝，承轨梁下基础是由岩土构成的土工结构物，受地形、地质条件等因素的影响，质量相对不易控制，因此在荷载及各种自 然和各种自然因素作用下易产生不均匀沉降，相邻承轨梁之间难免会出现不一致的工后沉降，导致承轨梁产生错台，从而影响F轨的平顺性，甚至可能导致F轨产生错台、变形等问题，严重时将影响磁悬浮车辆的正常运营。
【发明内容】
针对现有技术的以上缺陷或改进需求，本发明提供了中低速磁悬浮交通工程低置线路单线地段承轨梁节间限位结构,施工质量更容易控制，长期稳定性更好。该结构既要满足中低速磁悬浮交通工程轨道结构对承轨梁结构变形和工后沉降的高要求，又要满足基床长期稳定性、耐久性和施工质量的可控性的要求，且经济性更佳。
为实现上述目的，按照本发明，提供了中低速磁悬浮交通工程低置线路单线地段承轨梁节间限位结构，其特征在于，包括承轨梁下路基填料、承轨梁梁下垫层、相邻两节承轨梁、防竖向错台搭板、防横向错台凸台和承轨梁回填填料，其中，
所述防竖向错台搭板固定设置于所述承轨梁下路基填料上并且其下端伸入所述承轨梁下路基填料，所述防竖向错台搭板的底端面设置有多个方形凸齿；
所述承轨梁梁下垫层铺设于所述承轨梁下路基填料的顶端面上；
所述两节承轨梁均固定设置于所述承轨梁梁下垫层的顶端面上，灭街承轨梁的纵向均沿前后方向延伸，并且它们相对的一端均固定设置于所述防竖向错台搭板的顶端面上；每节承轨梁均包括承轨梁下部底板和固定设置于所述承轨梁下部底板上的承轨梁上部梁体；两个所述承轨梁下部底板之间存在下伸缩缝，两个所述承轨梁上部梁体之间存在上伸缩缝；
所述防横向错台凸台数量为两个，并且这两个防横向错台凸台左右两侧设置，每个所述防横向错台凸台均固定设置于防竖向错台搭板的顶端面上，并且每个所述防横向错台凸台分别设置在对应于所述下伸缩缝的位置， 其中一个防横向错台凸台与两根所述承轨梁的左侧均固定连接，另一个防横向错台凸台与两根所述承轨梁的右侧均固定连接，以防止两根所述承轨梁横向移动；
每根所述承轨梁的左侧和右侧均设置所述承轨梁回填填料。
优选地，所述防竖向错台搭板与所述承轨梁之间还设置有耐磨缓冲层。
优选地，所述下伸缩缝处设置有伸缩缝填充材料。
优选地，所述防横向错台凸台的高度小于所述承轨梁下部底板的高度。
优选地，所述承轨梁的横截面呈“凸”字形。
优选地，多个所述方形凸齿沿着所述承轨梁的纵向排列。
总体而言，通过本发明所构思的以上技术方案与现有技术相比，能够取得下列有益效果：
(1)本发明的承轨梁节间位置设置防错台钢筋混凝土搭板，将承轨梁设置在同一块具有一定刚度的钢筋混凝土防错台板上，有效避免了因承轨梁下地基不均匀沉降引起的轨面不平顺的问题。
(2)本发明的承轨梁、钢筋混凝土底板、底板下垫层以及钢筋混凝土防错台板组合在一起，可以有效增加承轨梁纵横向的稳定性，也利于运营期间的检修与维护，措施简单、易施工、造价省、效果好。
(3)本发明的可以视稳定需要，将承轨梁、节间防错台搭板、承轨梁下填土路基结构锚固在一起，增加低置线路结构的整体稳定性。
【附图说明】
图1是本发明的横断面示意图；
图2是本发明的纵断面示意图；
图3是本发明的俯视示意图。
【具体实施方式】
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体 实施例仅仅用以解释本发明，并不用于限定本发明。此外，下面所描述的本发明各个实施方式中所涉及到的技术特征只要彼此之间未构成冲突就可以相互组合。
参照图1～图3，中低速磁悬浮交通工程低置线路单线地段承轨梁节间限位结构，包括承轨梁下路基填料9、承轨梁梁下垫层8、相邻两节承轨梁、防竖向错台搭板1、防横向错台凸台2和承轨梁回填填料5，其中，
所述防竖向错台搭板1固定设置于所述承轨梁下路基填料9上并且其下端伸入所述承轨梁下路基填料9，所述防竖向错台搭板1的底端面设置有多个方形凸齿10，并且这些方形凸齿10沿着所述承轨梁的纵向排列，从而形成了端刺式结构，以使防竖向搭板1更好地固定在所述承轨梁下路基填料9上；
所述承轨梁梁下垫层8铺设于所述承轨梁下路基填料9的顶端面上；
所述两节承轨梁均固定设置于所述承轨梁梁下垫层8的顶端面上，每节承轨梁的纵向均沿前后方向延伸(图1中示出的为前后延伸，图2、图3示出的是左右延伸)，并且它们相对的一端均固定设置于所述防竖向错台搭板1的顶端面上；每节承轨梁均包括承轨梁下部底板7和固定设置于所述承轨梁下部底板7上的承轨梁上部梁体6；两个所述承轨梁下部底板7之间存在下伸缩缝，两个所述承轨梁上部梁体6之间存在上伸缩缝；
所述防横向错台凸台2数量为两个，并且这两个防横向错台凸台2左右两侧设置，每个所述防横向错台凸台2均固定设置于防竖向错台搭板1的顶端面上，并且每个所述防横向错台凸台2分别设置在对应于所述下伸缩缝的位置，其中一个防横向错台凸台2与两节所述承轨梁的左侧均固定连接，另一个防横向错台凸台2与两根所述承轨梁的右侧均固定连接，以防止两节所述承轨梁横向移动；
每节所述承轨梁的左右侧均设置所述承轨梁回填填料5。
进一步，所述防竖向错台搭板1与所述承轨梁之间还设置有耐磨缓冲 层3。
进一步，所述下伸缩缝处设置有伸缩缝填充材料4。
进一步，所述防横向错台凸台2的高度小于所述承轨梁下部底板7的高度。
本发明的防竖向错台搭板1与防横向错台凸台2由钢筋混凝土整体绑扎浇筑而成，位于两根承轨梁接缝处，设置于承轨梁下部底板7与承轨梁梁下垫层8之间。两根承轨梁底板搭接在防竖向错台搭板1之上，二者由于共用搭板在接缝处产生相同沉降变形，从而避免了竖向错台沉降的发生。防竖向错台搭板1两侧设置防横向错台凸台2，二者采用钢筋绑扎后整体浇筑成一体，埋置于路基中。
本限位结构承轨梁结构沿线路前进方向均匀布置，承轨梁采用带底板的“凸”型截面钢筋混凝土结构，承轨梁底板下设置夹铺钢筋混凝土网的素混凝土承轨梁下垫层8，承轨梁节间设置防错台钢筋混凝土搭板，将承轨梁设置在同一块具有刚度的混凝土搭板上，可以有效避免因承轨梁下地基不均匀沉降引起的轨面不平顺的问题，同时承轨梁、底板、垫层和节间防错台板组合在一起可以有效增加结构的纵横向稳定性。
本发明的具体的施工形成过程如下：
(1)平整施工场地，根据地质条件对地基进行处理；
(2)进行承轨梁下填土路基结构的填筑和压实，检测合格后铺设承轨梁下垫层8和节间防错台搭板；
(3)待承轨梁下垫层8和节间防错台搭板达到设计强度以后，立模浇筑垫层之上的钢筋混凝土底板，在浇筑的的过程中，按设计铺设两层聚酯长丝复合聚乙烯土工膜以及在底板伸缩缝间填充沥青木丝板；
(4)待钢筋混凝土底板达到设计强度后，根据承轨梁尺寸立模，绑扎钢筋后浇筑混凝土，按设计要求进行混凝土养护；
(5)各部件混凝土达到设计强度后分别拆除模板，然后将钢筋混凝土 底板厚度范围内基床填料回填，回填面做成向外倾斜的排水坡即可。
本领域的技术人员容易理解，以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (6)

  1. 中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，其特征在于，包括承轨梁下路基填料、承轨梁梁下垫层、相邻两节承轨梁、防竖向错台搭板、防横向错台凸台和承轨梁回填填料，其中，
    所述防竖向错台搭板固定设置于所述承轨梁下路基填料上并且其下端伸入所述承轨梁下路基填料，所述防竖向错台搭板的底端面设置有多个方形凸齿；
    所述承轨梁梁下垫层铺设于所述承轨梁下路基填料的顶端面上；
    所述两节承轨梁均固定设置于所述承轨梁梁下垫层的顶端面上，每节承轨梁的纵向均沿前后方向延伸，并且它们相对的一端均固定设置于所述防竖向错台搭板的顶端面上；每节承轨梁均包括承轨梁下部底板和固定设置于所述承轨梁下部底板上的承轨梁上部梁体；两个所述承轨梁下部底板之间存在下伸缩缝，两个所述承轨梁上部梁体之间存在上伸缩缝；
    所述防横向错台凸台数量为两个，并且这两个防横向错台凸台左右设置，每个所述防横向错台凸台均固定设置于防竖向错台搭板的顶端面上，并且每个所述防横向错台凸台分别设置在对应于所述下伸缩缝的位置，其中一个防横向错台凸台与两节所述承轨梁的左侧均固定连接，另一个防横向错台凸台与两节所述承轨梁的后侧均固定连接，以防止两节所述承轨梁横向移动；
    每节所述承轨梁的左侧和右侧均设置所述承轨梁回填填料。
  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单线地段端刺式承轨梁节间限位结构，其特征在于，所述防竖向错台搭板与所述承轨梁之间还设置有耐磨缓冲层。
  3. 根据权利要求1所述的中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，其特征在于，所述下伸缩缝处设置有伸缩缝填 充材料。
  4. 根据权利要求1所述的中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，其特征在于，所述防横向错台凸台的高度小于所述承轨梁下部底板的高度。
  5. 根据权利要求1所述的中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，其特征在于，所述承轨梁的横截面呈“凸”字形。
  6. 根据权利要求1所述的中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构，其特征在于，多个所述方形凸齿沿着所述承轨梁的纵向排列。
PCT/CN2017/077468 2016-04-29 2017-03-21 中低速磁悬浮交通工程低置线路单线地段端刺式承轨梁节间限位结构 WO2017185917A1 (zh)

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