WO2022052914A1 - 轨道梁单体和轨道梁 - Google Patents

轨道梁单体和轨道梁 Download PDF

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Publication number
WO2022052914A1
WO2022052914A1 PCT/CN2021/116963 CN2021116963W WO2022052914A1 WO 2022052914 A1 WO2022052914 A1 WO 2022052914A1 CN 2021116963 W CN2021116963 W CN 2021116963W WO 2022052914 A1 WO2022052914 A1 WO 2022052914A1
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WO
WIPO (PCT)
Prior art keywords
plate
web
track beam
guide
guide plate
Prior art date
Application number
PCT/CN2021/116963
Other languages
English (en)
French (fr)
Inventor
夏俊
曾浩
刘洁
陈林
周骞
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to BR112023004243A priority Critical patent/BR112023004243A2/pt
Priority to CA3191414A priority patent/CA3191414A1/en
Publication of WO2022052914A1 publication Critical patent/WO2022052914A1/zh
Priority to US18/116,179 priority patent/US20230203758A1/en

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Classifications

    • 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
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B5/00—Elevated railway systems without suspended vehicles
    • B61B5/02—Elevated railway systems without suspended vehicles with two or more rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • 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
    • 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
    • E01B2/00—General structure of permanent way
    • E01B2/003—Arrangement of tracks on bridges or in tunnels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D2/00—Bridges characterised by the cross-section of their bearing spanning structure
    • E01D2/02—Bridges characterised by the cross-section of their bearing spanning structure of the I-girder type
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
    • E01B2202/02—Nature of the movement
    • E01B2202/025—Pure translation
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2202/00—Characteristics of moving parts of rail systems, e.g. switches, special frogs, tongues
    • E01B2202/02—Nature of the movement
    • E01B2202/027—Including a component perpendicular to the plane of the rails
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/50—Photovoltaic [PV] energy

Definitions

  • the present application relates to the technical field of bridges, and in particular, to a track beam monomer and a track beam.
  • the present application provides a single track beam, which has the advantages of easy construction and high guiding precision.
  • the present application provides a rail beam having the above-mentioned rail beam unit.
  • a track beam unit includes a main body part and a guide part, the main body part includes a top plate, a bottom plate and a web, the bottom plate is provided below the top plate, and the web is connected to the top plate and the bottom plate;
  • the guide member includes a guide plate and a connecting structure, the guide plate is arranged between the top plate and the bottom plate, and the guide plate is a vertically extending flat plate structure extending in the transverse direction.
  • the upper part is spaced apart from the web, and the connection structure is assembled and connected with the main body part and the guide plate respectively, so as to indirectly connect the guide plate to the main body part through the connection structure.
  • the track beam unit of the embodiment of the present application a separate guide plate is provided, the guide plate is a vertical flat plate structure extending in the longitudinal direction and is spaced apart from the web plate in the lateral direction, and the guide plate is connected to the main body part through the connecting structure, Therefore, the track beam unit of the present application has the following advantages: first, the distance between the web and the center line of the track beam unit can be shortened, so that the main body part is subjected to reasonable force, and thus, the main body part There is no need for thickening, which can save steel consumption and reduce costs.
  • the material of the web and the guide plate can be individually selected and processed into structural shapes that meet their respective use requirements, and there is no need to process the web or the guide plate into a complex structure for connecting the two, so that the track beam monomer of the present application Processing and construction are easy, and during construction, there is no need to add temporary devices to prevent deformation of the web or guide plate due to the complex structure of the web or guide plate, saving manpower and material resources.
  • the web is also a vertically extending flat plate structure, the upper end of the web is connected to the transverse middle of the top plate, and/or the lower end of the web is connected to the bottom plate connected in the middle of the transverse direction.
  • the connecting structure is removably fitted to the body part, and/or to the guide plate.
  • the connecting structure is connected to the web assembly.
  • the connecting structure is screwed or welded with the web, and the connecting structure is screwed or welded with the guide plate.
  • the connecting structure includes a longitudinal connecting plate, the longitudinal connecting plate is a horizontal flat plate structure extending in the longitudinal direction, and two lateral ends of the longitudinal connecting plate are respectively connected to the web and the guide plate. connected.
  • the upper end of the guide plate is connected to the top plate by welding
  • the lower end of the guide plate is connected to the transverse one end of the longitudinal connecting plate by welding
  • the other transverse end of the longitudinal connecting plate is connected to the web
  • the plates are connected by welding; or, the lower end of the guide plate is connected with the bottom plate by welding, the upper end of the guide plate is connected by welding with the transverse end of the longitudinal connecting plate, and the other transverse end of the longitudinal connecting plate is connected with the web Plates are welded together.
  • the connecting structure includes a lateral adjustment assembly connected between the web and the guide plate to adjust the lateral spacing between the web and the guide plate distance.
  • the guide plate is connected to the web by a plurality of the lateral adjustment assemblies disposed vertically spaced apart.
  • the lateral adjustment assembly includes a plurality of lateral adjustment mechanisms spaced longitudinally, each of the lateral adjustment mechanisms being connected between the web and the guide plate to adjust the web The lateral separation distance between the plate and the guide plate.
  • the lateral adjustment mechanism includes a support rod, the lateral ends of the support rod are a first end and a second end, respectively, the first end is threaded and penetrates the web to pass a nut be fastened to the web, and the second end is welded to the guide plate; or the first end has threads and penetrates through the web to be fastened to the web by a nut, the The second end is threaded and penetrates the guide plate so as to be fastened to the guide plate by a nut; or the first end is welded to the web, and the second end is threaded and penetrates the guide plate , so as to be tightly connected with the guide plate through a nut.
  • the connecting structure includes a support member connected between the web and the guide plate, the support member includes a support portion, and the support portion is connected to the web along the edge. are laterally spaced apart and supported on a side of the guide plate proximate the web.
  • the support is adjustably connected to the web such that the lateral separation distance between the support and the web is adjustable.
  • the guide plate is connected to the web by a plurality of the supports longitudinally spaced apart.
  • each of the support members is a one-piece bent rod structure, and includes the support portion and two connecting portions connected to the upper and lower ends of the support portion, each of the connecting portions is formed by the support portion.
  • the support portion extends toward the web and penetrates through the web, so as to be fastened with the web by a nut.
  • the guide member further includes a guide stiffening plate, the guide stiffening plate is a horizontal flat plate structure extending in the longitudinal direction, and the guide stiffening plate is arranged between the guide plate and the web, In addition, one lateral end of the guiding stiffening plate is connected with the guiding plate, and the other lateral end of the guiding stiffening plate is spaced from the web.
  • the main body part includes a longitudinal stiffening plate
  • the longitudinal stiffening plate is a horizontal flat plate structure extending in the longitudinal direction
  • the longitudinal stiffening plate is located between the top plate and the bottom plate, and is provided on the On the side of the web plate close to the guide plate, the transverse end of the longitudinal stiffening plate is connected to the web plate by welding.
  • the longitudinal stiffening plate extends from one longitudinal end of the track beam unit to the other longitudinal end of the track beam unit.
  • the body member includes a plurality of the longitudinal stiffeners disposed vertically spaced apart.
  • the main body part further comprises a lateral stiffening plate
  • the lateral stiffening plate is a vertical flat plate structure extending in the lateral direction
  • the lateral stiffening plates are multiple and spaced apart in the longitudinal direction
  • the lateral stiffening plate The plate is located between the top plate and the bottom plate, and is arranged on the side of the web plate close to the guide plate, and one lateral end of the transverse stiffening plate is connected to the web by welding.
  • the track beam unit further includes a limiting structure, the limiting structure is provided on the top surface of the top plate and defines a groove with an open top between the limiting structure and the top plate, or the limiting structure
  • the positioning structure is provided on the top surface of the bottom plate and defines a groove body with an open top between the bottom plate and the bottom plate; and a paving structure, which is paved on the groove body.
  • the limiting structure includes two limiting plates, the two limiting plates are vertical flat plates extending in the longitudinal direction and spaced apart in the lateral direction, and the groove body is formed on the two limiting plates. between the limit plates.
  • a track beam according to an embodiment of the present application includes a beam assembly and a single track beam as described above, wherein the single track beam is two and spaced apart in the lateral direction, and the beam assembly is connected to the two track beams between monomers.
  • the main body part bears a reasonable force, which can save the amount of steel and reduce the cost.
  • the single track beam is easy to process and construct, and there is no need to add temporary structures to prevent its deformation, saving manpower and material resources. Moreover, it is easier to ensure the guiding accuracy of the guiding surface when processing the guiding plate, and it is also easier to ensure that the distance between the guiding surfaces of the two track beams in the width direction of the rail vehicle meets the design requirements.
  • FIG. 1 is a schematic diagram of the cooperation between a rail beam and a rail vehicle according to an embodiment of the present application
  • Figure 2 is a schematic view of the track beam shown in Figure 1;
  • Figure 3 is a partial schematic view of the track beam monomer shown in Figure 2;
  • FIG. 4 is a schematic diagram of the cooperation between a rail beam and a wheel of a rail vehicle according to an embodiment of the present application
  • FIG. 5 is a partial schematic diagram of a track beam unit according to an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the cooperation between a rail beam and a wheel of a rail vehicle according to an embodiment of the present application
  • FIG. 7 is a schematic diagram of the connection between the web of the track beam monomer and the longitudinal stiffening plate according to an embodiment of the present application
  • FIG. 8 is a schematic diagram of a pavement structure bearing load according to an embodiment of the present application.
  • FIG. 9 is a schematic diagram of deflection of a top plate according to an embodiment of the present application.
  • Track beam 1000 Track beam monomer 100
  • Main body part 1 top plate 11, bottom plate 12, web plate 13, longitudinal stiffening plate 14, transverse stiffening plate 15,
  • Limiting structure 3 groove body 31, limiting plate 32,
  • Beam assembly 200 beam unit 201, first beam 2011, second beam 2012, transverse web 2013, wire hole 2014,
  • Support 400 rail vehicle 2000 , running wheel 2001 , horizontal wheel 2002 .
  • the track beam unit 100 and the track beam 1000 according to the embodiments of the present application will be described below with reference to the accompanying drawings.
  • the track beam 1000 includes two spaced apart ground track beam units 100 , on which a rail vehicle 2000 can travel and stay, and the rail vehicle 2000 includes running wheels 2001 and horizontal wheels 2002 .
  • the track beam unit 100 includes a main body part 1 and a guide part 2 , wherein the main body part 1 can provide a running track for the running wheel 2001 and support the rail vehicle 2000 , and guide the rail vehicle 2000 .
  • the component 2 can provide guidance and support for the horizontal wheel 2002 so that the horizontal wheel 2002 can guide the rail vehicle 2000 reliably.
  • the main body 1 includes a top plate 11 , a bottom plate 12 and a web 13 , the bottom plate 12 is provided below the top plate 11 , and the web 13 is connected between the top plate 11 and the bottom plate 12 . Therefore, when the rail vehicle 2000 is a straddle-type rail vehicle, the bottom plate 12 can support the web 13 , the web 13 can support the top plate 11 , and the top plate 11 can be used to support the running and stopping of the rail vehicle 2000 . When the rail vehicle 2000 is a suspended rail vehicle, the top plate 11 can suspend the web 13 , the web 13 can suspend the bottom plate 12 , and the bottom plate 12 can be used to support the running and stopping of the rail vehicle 2000 .
  • the guide member 2 includes a guide plate 21 and a connecting structure 22.
  • the guide plate 21 is provided between the top plate 11 and the bottom plate 12.
  • the guide plate 21 is a vertical flat plate structure extending in the longitudinal direction and is horizontally connected to the belly.
  • the plates 13 are spaced apart, and the connection structures 22 are assembled and connected with the main body part 1 and the guide plate 21 respectively, so as to indirectly connect the guide plate 21 to the main body part 1 through the connection structures 22 .
  • the main body part 1 can provide an installation environment for the guide plate 21
  • the connecting structure 22 can indirectly connect the guide plate 21 to the main body part 1 .
  • the "horizontal” described herein refers to the width direction of the rail vehicle 2000
  • the “longitudinal” described herein refers to the traveling direction of the rail vehicle 2000 .
  • connection structure 22 is assembled and connected to the web 13 and the guide plate 21 respectively” described herein means that the connection structure 22, the web 13 and the guide plate 21 are processed separately, or , the connection structure 22 and the web 13 are not an integral part processed together, but need to be connected together by assembly (including welding, screw connection, etc.); the connection structure 22 and the guide plate 21 are not processed together.
  • the guide plate 21 and the web 13 can be manufactured separately, the web 13 and the guide plate 21 can be individually selected and processed into structural shapes that meet their respective application requirements, and there is no need to process the web 13 or the guide plate 21 into In order to connect the two complex structures, or in other words, due to the provision of the connecting structure 22, the shapes of the guide plate 21 and the web 13 do not need to be specially changed for connection, for example, the guide plate 21 does not need to be processed into a complex structure, It is also unnecessary to process the web 13 into a complex structure, so that both the web 13 and the guide plate 21 can be simple structures such as a flat plate, which reduces the difficulty and cost of processing.
  • the machining accuracy and material of the guide plate 21 and the web 13 do not need to be the same.
  • the guide plate 21 and the web 13 can be separately processed according to the supporting strength requirements of the web 13 and the guiding accuracy requirements of the guide plate 21, etc. Material selection and processing, thereby reducing production costs and better meeting various requirements.
  • the material selection of the main body part 1 and the guide part 2 may be, but not limited to, steel, for example, concrete reinforced plate and the like.
  • the track beam structure uses the track beam web not only as a support structure for supporting the top plate, but also as a guide plate for guiding the rail vehicle.
  • the center lines do not overlap, so that the entire track beam is in an eccentric stress state for a long time.
  • the above-mentioned eccentric rail beam structure is complicated to process, the welding seam is asymmetric during the construction process, and out-of-plane deformation is easily generated during welding.
  • additional temporary devices are required to prevent its deformation, and these temporary devices initially require welding. On the track beam, it needs to be dismantled when it is used up, which is difficult to construct and wastes manpower and material resources.
  • the web in order to meet the driving requirements of the web as a guide plate, on the one hand, it must be kept perpendicular to the top plate, and on the other hand, it is necessary to ensure that the distance between the two guide surfaces in the width direction of the rail vehicle cannot be too large or too small to ensure the guiding function. . Since the overall rigidity of the track beam is relatively large, and it is a welded structure, the welding deformation is relatively discrete. Using the web as a guide plate requires high precision of the web. Deformation during construction, and the effect is not good, and the high guide precision processing of the web with a large area is costly.
  • a separate guide plate 21 is provided.
  • the guide plate 21 is a vertical flat plate structure extending in the longitudinal direction and is spaced apart from the web 13 in the lateral direction.
  • the connecting structure 22 guides the guide plate 21 .
  • the plate 21 is connected to the main body part 1, whereby the track beam unit 100 of the present application has the following advantages: First, the distance between the web 13 and the centerline of the track beam unit 100 can be shortened, so that The main body part 1 bears a reasonable force, and thus, the main body part 1 does not need to be thickened, thereby saving the amount of steel and reducing the cost.
  • the material of the web 13 and the guide plate 21 can be individually selected and processed into structural shapes that meet their respective use requirements, and there is no need to process the web 13 or the guide plate 21 into a complex structure for connecting the two.
  • the track beam unit 100 is easy to process and construct, and during construction, there is no need to add temporary devices to prevent deformation of the web 13 or the guide plate 21 due to the complex structure of the web 13 or the guide plate 21, saving manpower and material resources.
  • it is easier to ensure the guiding precision of the guiding surface when the guiding plate 21 is processed separately, and there is no need to process the web 13 to meet the guiding precision, thereby reducing the processing difficulty and cost.
  • Fourth, by using the connecting structure 22 to assemble the guide plates 21 to the main body part 1 it is easier to ensure that the distance between the guide plates 21 of the two track beam units 100 meets the design requirements.
  • the web 13 can also be a vertical flat plate structure extending in the longitudinal direction. Therefore, the structure of the web 13 is simple and easy to process. For example, a steel plate can be selected.
  • the top plate 11 can be effectively supported, so that the top plate 11 can be reliably used for the rail vehicle 2000 to travel and stop.
  • the "vertical position" described herein is not limited to vertical, for example, it may also be inclined to the vertical direction.
  • the guide plate 21 and the web 13 can be parallel to facilitate processing.
  • the upper end of the web 13 is connected to the transverse middle of the top plate 11 , and/or the lower end of the web 13 is connected to the transverse middle of the bottom plate 12 . That is, in some examples, the upper end of the web 13 may be connected to the transverse middle of the top plate 11, in other examples, the lower end of the web 13 may be connected to the transverse middle of the bottom plate 12, and in still other examples, the web The upper end of the plate 13 can be connected to the transverse middle of the top plate 11 , while the lower end of the web 13 can be connected to the transverse middle of the bottom plate 12 .
  • the distance between the web 13 and the centerline of the track beam unit 100 can be better shortened, so that the main body 1 is subjected to a reasonable force, and there is no need to thicken the top plate 11 and the web 13, thereby saving the amount of steel used. ,Reduce the cost.
  • the web 13 when “the upper end of the web 13 is connected to the transverse middle of the top plate 11, and/or the lower end of the web 13 is connected to the transverse middle of the bottom plate 12”, the web 13 may be longitudinally extending
  • the flat plate structure is erected, whereby the structure of the main body part 1 can be simplified, so that the main body part 1 can generally present an I-beam design.
  • the application is not limited to this, when “the web 13 is a vertical flat plate structure extending in the longitudinal direction”, the upper end of the web 13 can also be connected to the non-central part of the top plate 11 , and the lower end of the web 13 can also be connected to the bottom plate 12 Any connection between the web 13 and the top plate 11 and the bottom plate 12 can be used as an achievable embodiment of the present application, which is not limited here.
  • the web 13 can also be a non-plate structure, that is to say, the structural shape of the web 13 can be selected according to actual needs and actual construction conditions, for example, the web 13 of the non-plate structure can be curved Panels, such as corrugated panels, arc panels and other structures, will not be described here. Any shape and structure of the web 13 can be an achievable embodiment of the present application, and the structural shape of the web 13 is not limited here, and the web 13 of any shape and structure can fall within the protection scope of the present application.
  • the upper end of the web 13 of the non-planar structure may be connected to the transverse middle of the top plate 11, and/or the lower end of the web 13 of the non-planar structure may be connected to the transverse middle of the bottom plate 12. That is to say, in some examples, the upper end of the web 13 of the non-plate structure can be connected with the transverse middle of the top plate 11 , and in other examples, the lower end of the web 13 of the non-plate structure can be connected with the transverse middle of the bottom plate 12 . In still other examples, the upper end of the web 13 of the non-plate structure can be connected with the transverse middle of the top plate 11 , while the lower end of the web 13 of the non-plate structure can be connected with the transverse middle of the bottom plate 12 .
  • the upper end of the web 13 of the non-plate structure can also be connected to the non-central part of the top plate 11, and/or the lower end of the web 13 of the non-plate structure can also be connected to the non-central part of the bottom plate 12, etc. Wait.
  • the connection between the web 13 of the non-plate structure and the top plate 11 and the bottom plate 12 at any position can be used as an achievable embodiment of the present application, which is not limited here.
  • the connecting structure 22 is detachably assembled and connected to the main body part 1 , and/or is detachably assembled and connected to the guide plate 21 . Therefore, the guide plate 21 can be detached from the main body part 1 by the above arrangement, so that the guide plate 21 can be easily replaced or maintained after being worn, so that the main body part 1 does not need to be replaced or repaired, thus reducing the maintenance cost.
  • the web is directly worn by the guide wheels.
  • the main beam web is worn, which affects the structural strength of the entire rail beam, and on the other hand, the guide wheel tires are worn, which affects the service life of the guide wheel tires.
  • the web will become smooth after a long time of friction, which reduces the friction coefficient, which affects the braking and starting of the guide wheels, and the impact is more obvious when the road is slippery in rainy days.
  • the web is a part of the main structure of the track beam, and it is difficult to replace or repair after wear, and the cost is relatively high.
  • the guide plate 21 is provided, and the guide plate 21 can be disassembled from the main body part 1 , thereby not only protecting the web 13 , but also solving the wear problem of the guide plate 21 .
  • the connecting structure 22 is assembled to the web 13 . Therefore, the difficulty of connecting the connecting structure 22 to the main body part 1 can be reduced, and the influence on the operation of the rail vehicle 2000 when the connecting structure 22 is connected to the top plate 11 or the bottom plate 12 can be avoided, thereby ensuring that the rail vehicle 2000 can run smoothly.
  • the present application is not limited to this, and the connecting structure 22 can also be configured to be assembled and connected with the main body part 1 in other more complicated ways, which will not be described here.
  • the connecting structure 22 is screwed or welded with the web 13 , and the connecting structure 22 is screwed or welded with the guide plate 21 . Therefore, the assembly is convenient and the reliability is high.
  • the connecting structure 22 is threadedly connected to the web 13 and/or the connecting structure 22 is threadedly connected to the guide plate 21, the guide plate 21 can also be connected to the main body through the connecting structure 22. 1 is detachably connected, so as to facilitate debugging, maintenance and replacement of the guide plate 21.
  • the connecting structure 22 includes a longitudinal connecting plate 221 , the longitudinal connecting plate 221 is a horizontal flat plate structure extending in the longitudinal direction, and two lateral ends of the longitudinal connecting plate 221 are respectively connected to the abdominal
  • the plate 13 is connected to the guide plate 21 .
  • the longitudinal connecting plate 221 can simply, effectively and reliably connect the guide plate 21 to the web 13, ensuring a certain lateral distance between the guide plate 21 and the web 13, so that the center of the web 13 can be arranged It is more realistic, and the supporting guide plate 21 can more reliably play the role of guiding the horizontal wheel 2002 .
  • the longitudinal connecting plate 221 can also strengthen the structural strength of the web 13 .
  • the upper end of the guide plate 21 is connected to the top plate 11 by welding, and the lower end of the guide plate 21 is connected to the transverse end of the longitudinal connecting plate 221 by welding.
  • the other lateral end of the connecting plate 221 is connected to the web 13 by welding, so that it can be applied to a straddle-type rail vehicle.
  • the lower end of the guide plate 21 is connected to the bottom plate 12 by welding
  • the upper end of the guide plate 21 is connected to the transverse end of the longitudinal connecting plate 221 by welding
  • the other transverse end of the longitudinal connecting plate 221 is connected to the The webs 13 are connected by welding, so that they can be applied to suspended rail vehicles. Therefore, both the longitudinal connecting plate 221 and the guide plate 21 can be connected to the main body part 1 reliably, and the assembly is convenient and the reliability is high.
  • connection structure 22 includes the longitudinal connecting plate 221
  • the connection method between the guiding plate 21 and the main body part 1 is not limited thereto. 21 and the top plate 11 or the bottom plate 12 are not welded. At this time, there can be multiple longitudinal connecting plates 221.
  • the longitudinal connecting plates 221 are arranged at intervals in the vertical direction of the guide plate 21, and the guide plate 21 and the plurality of longitudinal connecting plates 221 are welded and connected.
  • the connection structure 22 further includes a plurality of transverse connection plates (not shown in the figure) spaced apart in the longitudinal direction. Wait, I won't go into details here.
  • the connecting structure 22 includes a lateral adjustment assembly 222 , and the lateral adjustment assembly 222 is connected between the web 13 and the guide plate 21 to adjust the distance between the web 13 and the guide plate 21 .
  • the lateral adjustment assembly 222 can facilitate the connection of the guide plate 21 to the web 13, and at the same time the lateral adjustment assembly 222 can also facilitate adjusting the distance between the guide plate 21 and the web 13, so that in the width direction of the rail vehicle 2000 The distance between the guide plates 21 of the two track beam units 100 is easier to meet the requirements of driving.
  • the guide plate 21 is connected to the web 13 through a plurality of lateral adjustment assemblies 222 arranged at vertical intervals.
  • the vertical direction can be understood as the height direction of the rail vehicle 2000 .
  • Disposing a plurality of lateral adjustment assemblies 222 at vertical intervals to connect the guide plate 21 and the web 13 can increase the connection strength and make the connection between the guide plate 21 and the web 13 more reliable. .
  • the lateral adjustment assembly 222 includes a plurality of lateral adjustment mechanisms 222 a arranged at intervals along the longitudinal direction, and each lateral adjustment mechanism 222 a is connected between the web 13 and the guide plate 21 to The lateral spacing distance between the web 13 and the guide plate 21 is adjusted. It can be understood that the plurality of lateral adjustment mechanisms 222a arranged at intervals along the longitudinal direction can reduce the input cost and overall weight of the lateral adjustment assembly 222 on the premise of ensuring the reliability of the connection, and reduce the loss of the guide plate 21 from the web 13. loss and danger.
  • a plurality of lateral adjustment mechanisms 222a are connected between the web 13 and the guide plate 21 at intervals along the longitudinal direction, so as to adjust the distance between the web 13 and the guide plate 21 at each position in the longitudinal direction, so that the width of the rail vehicle 2000 can be adjusted.
  • the distance between the guide plates 21 of the two track beam units 100 in the direction is easier to meet the requirements of driving.
  • the lateral adjustment mechanism 222a includes a support rod 2221, and the lateral ends of the support rod 2221 are a first end 2222 and a second end 2223, respectively, as shown in FIG. 5 .
  • the first end 2222 is threaded and penetrates through the web 13 to be fastened to the web 13 through a nut 2224 , and the second end 2223 is welded to the guide plate 21 .
  • the second end 2223 is welded to the guide plate 21 .
  • the first end 2222 has threads and penetrates through the web 13 to be fastened to the web 13 by means of nuts 2224
  • the second end 2223 has threads and penetrates the guide plate 21 , It is fastened to the guide plate 21 through the nut 2224.
  • the first end 2222 is welded with the web 13, and the second end 2223 has threads and penetrates the guide plate 21 to be fastened to the guide plate 21 through nuts 2224.
  • the lateral adjustment mechanisms 222a of the above three examples can all facilitate the connection of the guide plate 21 to the web 13 and the removal of the guide plate 21 from the web 13, so that the guide plate 21 can be easily removed. repair and replacement.
  • the distance between the guide plate 21 and the web 13 can be easily adjusted by the lateral adjustment mechanism 222a of the above three examples.
  • the connection structure 22 includes a support member 223 , the support member 223 is connected between the web 13 and the guide plate 21 , the support member 223 includes a support portion 2231 , and the support portion 2231 is connected to the web 13 . They are spaced apart in the lateral direction and supported on the side of the guide plate 21 close to the web 13 .
  • the support member 223 can not only reliably connect the guide plate 21 to the web 13, but also can use the support portion 2231 to provide reliable support for the guide plate 21, so as to improve the guiding reliability of the guide plate 21, and because the support portion The 2231 is spaced apart from the web 13 in the lateral direction, so that the volume, weight and materials of the support member 223 can be reduced to a certain extent, and the cost can be reduced on the premise of ensuring the lateral position of the guide plate 21 .
  • the support portion 2231 and the guide plate 21 can be in line contact and/or surface contact, and the surface contact between the support portion 2231 and the guide plate 21 can increase the contact area between the guide plate 21 and the support portion 2231, so as to support more reliably guide plate 21.
  • the support member 223 is adjustably connected to the web 13 so that the lateral separation distance between the support portion 2231 and the web 13 is adjustable. In this way, the distance between the guide plates 21 of the two track beam units 100 in the width direction of the rail vehicle 2000 can be made easier to meet the driving requirements.
  • the guide plate 21 is connected to the web 13 by a plurality of supports 223 spaced along the longitudinal direction. Therefore, the plurality of supports 223 arranged at intervals in the longitudinal direction can strengthen the connection strength between the web 13 and the guide plate 21 , reduce the loss and danger caused by the guide plate 21 falling off the web 13 , and reduce the investment of the supports 223 cost and overall weight, and a plurality of supports 223 are connected between the web 13 and the guide plate 21 at intervals in the longitudinal direction, so that the distance between the web 13 and the guide plate 21 at each point in the longitudinal direction can be adjusted, so that the rail vehicle
  • the distance between the guide plates 21 of the two track beam units 100 in the width direction of 2000 is easier to meet the requirements of driving.
  • each supporting member 223 is a one-piece bent rod structure, and includes a supporting portion 2231 and two connecting portions 2232 connected to the upper and lower ends of the supporting portion 2231 , each of which is connected Each of the parts 2232 extends toward the web 13 from the support part 2231 and penetrates through the web 13 , so as to be fastened to the web 13 through nuts 2224 .
  • the support member 223 can facilitate the installation of the guide plate 21 on the web 13, and at the same time, it is also convenient to remove the guide plate 21 from the web plate 13, which can facilitate the maintenance and replacement of the guide plate 21; moreover, the support member 223
  • the connecting portion 2232 is screwed with the web 13 , so that the distance between the guide plate 21 and the web 13 can be easily adjusted, so that the distance between the guide plates 21 of the two track beam units 100 in the width direction of the rail vehicle 2000 can be adjusted. Distance is easier to meet driving needs.
  • the upper end of the guide plate 21 is not connected to the top plate 11 , and the lower end of the guide plate 21 is not connected to the bottom plate 12 . Therefore, the guide plate 21 only needs to be connected to the web 13, and the construction can be simplified.
  • the guide member 2 further includes a guide stiffening plate 23 , the guide stiffening plate 23 is a horizontal flat plate structure extending in the longitudinal direction, and the guide stiffening plate 23 is provided between the guide plate 21 and the web 13 . and the lateral end of the guiding stiffening plate 23 is connected to the guiding plate 21 , and the other lateral end of the guiding stiffening plate 23 is spaced from the web 13 . Therefore, the structural strength of the guide plate 21 can be strengthened, so that the guide plate 21 can guide the horizontal wheel 2002 more reliably.
  • the "horizontal placement" described herein is not limited to the horizontal direction, for example, it may be inclined to the horizontal direction.
  • the main body part 1 includes a longitudinal stiffening plate 14 .
  • the longitudinal stiffening plate 14 is a horizontal flat plate structure extending in the longitudinal direction.
  • the longitudinal stiffening plate 14 is located between the top plate 11 and the bottom plate. 12, and located on the side of the web 13 close to the guide plate 21, the transverse end of the longitudinal stiffening plate 14 is connected to the web 13 by welding, so that the longitudinal stiffening plate 14 can be reliably connected to the web 13 , the longitudinal stiffening plate 14 can strengthen the structural strength of the web 13 .
  • the longitudinal stiffening plate 14 extends from one longitudinal end of the track beam unit 100 to the other longitudinal end of the track beam unit 100 , thereby further strengthening the structural strength of the web 13 .
  • the track beam 100 of the track beam 1000 using two I-shaped track beams 100 are arranged at intervals to form a beam body with an upper open cross-section, which has poor lateral bending resistance and overall torsional rigidity.
  • the track beam bears a large lateral horizontal force, including the lateral wind load and the lateral rolling force of the train.
  • the rigidity in the horizontal plane direction is small, the deformation is large, and the abdomen is prone to occur.
  • Out-of-plane buckling of the plate requires additional structural settings such as diagonal braces, which is difficult to process and costly.
  • the structural force of the web 13 can be improved, thereby solving the problem of poor out-of-plane rigidity of the I-beam web 13.
  • the body member 1 includes a plurality of longitudinal stiffening panels 14 that are vertically spaced apart.
  • the plurality of longitudinal stiffening plates 14 can further strengthen the structural strength of the web 13 .
  • one of the longitudinal stiffening plates 14 can also be used as the above-mentioned longitudinal connecting plate 221 for connecting the guide plate 21 and the web plate. 13.
  • the track beam unit 100 further includes a lateral stiffening plate 15 , the lateral stiffening plate 15 is a vertical flat plate structure extending laterally, and the lateral stiffening plates 15 are multiple and Spaced apart in the longitudinal direction, the transverse stiffening plates 15 are located between the top plate 11 and the bottom plate 12 , and are arranged on the side of the web plate 13 close to the guide plate 21 . Therefore, the stiffness of the web 13 can be increased.
  • the longitudinal stiffening plate 14 can also be restrained by the transverse stiffening plate 15, so that the overall rigidity of the main body part 1 is improved.
  • the thickness of the web 13 can be reduced after the transverse stiffening plate 15 is provided, thereby saving steel.
  • the track beam unit 100 further includes a limit structure 3 and a pavement structure 4 , and the limit structure 3 is provided on the top surface of the top panel 11 and between the top panel 11 and the top panel 11 .
  • a groove body 31 with an open top is defined, or the limiting structure 3 is provided on the top surface of the bottom plate 12 and a groove body 31 with an open top is defined between it and the bottom plate 12 , and the paving structure 4 is paved on the groove body 31 .
  • the pavement structure 4 includes all layers of paving, such as epoxy asphalt pavement layer, bridge deck waterproof layer, etc.
  • the running wheel 2001 is in direct contact with the pavement structure 4 and travels and stays on the pavement structure 4 Therefore, the top plate 11 can be prevented from being directly worn by the running wheels 2001, and the wear of the running wheels 2001 can also be reduced.
  • the pavement structure 4 includes a bridge deck waterproof layer, the pavement structure 4 can prevent the roof 11 from being directly eroded by rainwater.
  • the pavement structure 4 can distribute the concentrated load of the rail vehicle 2000 and improve the stress of the roof 11 .
  • the pavement structure 4 can also improve the friction coefficient required for anti-slip between the running wheel 2001 and the track beam unit 100 . Since the pavement structure 4 is fabricated after the main body part 1 and the guide part 2 are fabricated and constructed, the flatness, line shape and elevation control of the track beam unit 100 can be facilitated. At the same time, the maintenance of the pavement structure 4 is convenient, and the influence on the main body part 1 and the guide part 2 can be reduced during maintenance. In addition, the pavement structure 4 can reduce the impact with the rail vehicle 2000 and improve the safety and comfort of driving.
  • the groove body 31 is manufactured by setting the limit structure 3, so that the groove body 31 can provide an installation environment for the pavement structure 4 and limit the position of the pavement structure 4, so that the pavement structure 4 is more reliable and stably laid on the top plate 11. or on the base plate 12.
  • the limiting structure 3 includes two limiting plates 32 , and the two limiting plates 32 are vertical flat plates extending in the longitudinal direction and spaced apart in the transverse direction.
  • the groove body 31 is formed between the two limiting plates 32 . Therefore, the two limiting plates 32 and the top surface of the top plate 11 can define a groove body 31 , and the groove body 31 can provide an installation environment for the pavement structure 4 and limit the position of the pavement structure 4 , making the pavement structure 4 more reliable , which is stably laid on the top plate 11 or the bottom plate 12 .
  • the track beam 1000 according to the embodiment of the present application includes the cross beam assembly 200 and the track beam unit 100 according to the above-mentioned, the track beam unit 100 is two and is spaced apart in the lateral direction, and the beam assembly 200 Connected between two track beam cells 100 .
  • the two rail beam units 100 can provide support and running surfaces for the two running wheels 2001 of the rail vehicle 2000 , and can provide support and guide surfaces for the two horizontal wheels 2002 of the rail vehicle 2000 .
  • the single track beam 100 can improve the structural reliability of the track beam 1000 .
  • the guide plate 21 of each track beam unit 100 when the track beam 1000 is an inner-guided double-track track, the guide plate 21 of each track beam unit 100 is disposed toward the direction of the other track beam unit 100 , when the track beam 1000 is an externally guided double-track track, the guide plates 21 of each track beam unit 100 are disposed away from the direction of the other track beam unit 100 .
  • the main body part 1 bears a reasonable force, so that the top plate 11 and the web plate 13 do not need to be thickened, thereby saving the amount of steel and reducing the cost.
  • the track beam monomer 100 is easy to process and construct, and there is no need to add temporary structures to prevent its deformation, saving manpower and material resources.
  • the guide plate 21 of the track beam 1000 of the present application is convenient for maintenance and replacement. Moreover, it is easier to ensure the guiding accuracy of the guiding surface when processing the guiding plate 21, and it is also easier to ensure that the distance between the guiding surfaces of the two rail beam units 100 in the width direction of the rail vehicle 2000 meets the design requirements.
  • the beam assembly 200 includes a plurality of beam units 201 arranged at intervals in the longitudinal direction, and each beam unit 201 includes a first beam unit 201 arranged at intervals in the vertical direction.
  • the longitudinal stiffening plates 14 of the track beam unit 100 are connected, the lateral ends of the second beam 2012 are respectively connected with the bottom plates 12 of the two track beam units 100, and the lateral ends of the transverse web 2013 are respectively connected with the two track beam units 100.
  • the webs 13 are connected.
  • the cross beam assembly 200 can reliably connect the two track beam units 100 together, so that the track beam 1000 can provide support for the rail vehicle 2000 in a safe and reliable manner.
  • the track girder 1000 may further include a bridge pier 300 and a plurality of supports 400, the bridge pier 300 includes a pillar 301 and a cover beam 302, the cover beam 302 is provided on the top of the pillar 301, and more One support 400 is provided on the top of the cover beam 302, and two track beam units 100 are provided on a plurality of supports 400, whereby the pillars 301 can support the cover beam 302, and the cover beam 302 can support a plurality of supports 400, The plurality of supports 400 can support the two track beam units 100 reliably and stably.
  • the track beam 1000 of the present application includes a bridge pier 300 , a plurality of supports 400 , two track beam units 100 and a beam assembly 200 connecting the two track beam units 100 , wherein the beam assembly 200 includes multiple track beam units 100 .
  • a plurality of beam units 201 are arranged at intervals along the longitudinal direction of the track beam unit 100 .
  • the pier 300 includes a pillar 301 and a cap beam 302 .
  • the track beam unit 100 includes a main body part 1 , a guide part 2 , a limit structure 3 and a pavement structure 4 .
  • the main body 1 includes a top plate 11 , a web plate 13 , a bottom plate 12 , a longitudinal stiffening plate 14 and a transverse stiffening plate 15 , wherein the centerlines of the top plate 11 , the web plate 13 and the bottom plate 12 are coincident.
  • the guide member 2 includes a guide plate 21 and a connecting structure 22 , and the guide plate 21 can be a running plate of the horizontal wheel 2002 .
  • the pavement structure 4 includes all layers of the pavement, such as epoxy asphalt pavement layer, bridge deck waterproof layer, etc.
  • the limit structure 3 includes two limit plates 32 laterally arranged at both ends of the top plate 11.
  • the plate 32 and the top plate 11 define a trough 31 that can accommodate the paving structure 4 .
  • the beam unit 201 is an I-shaped section, including a first beam 2011, a second beam 2012 and a transverse web 2013, wherein the transverse web 2013 is provided with a wire hole 2014 to allow Necessary pipelines for communication, signal, strong and weak electricity, etc. of the rail vehicle 2000 pass through the transverse web 2013, so that the narrow space of the rail beam 1000 can be fully utilized.
  • the diameter of the wire-passing hole 2014 is determined by the size of the transverse web 2013 and the number of pipelines. In addition, the wire-passing hole 2014 can also reduce the weight of the transverse web 2013 .
  • the track beam 1000 of the present application is provided with a pavement structure 4 on the main body 1, which has the following advantages.
  • the top plate 11 is prevented from being directly worn by the running wheels 2001 , thereby reducing the wear on the main body 1 and also reducing the wear on the tires of the running wheels 2001 .
  • the top plate 11 is protected so that the top plate 11 may not be directly eroded by rainwater.
  • the concentrated load of the weight of the rail vehicle 2000 is distributed, and the stress on the roof 11 is improved.
  • the friction coefficient required for anti-slip between the running wheel 2001 and the track beam unit 100 can be guaranteed.
  • the thickness of the paving layer can be adjusted to meet the requirements of elevation and line shape, thereby facilitating the control of the flatness, line shape and elevation of the track beam unit 100 .
  • the maintenance is convenient, and the influence on the main body part 1 can be reduced during maintenance.
  • the impact of the rail vehicle 2000 can be reduced, and the safety and comfort of driving can be improved.
  • the pavement layer of the pavement structure 4 can be made of various materials that meet the requirements, and the requirements are specifically flatness, slip resistance, wear resistance, adaptability to steel plate deformation, fatigue resistance, and aging resistance. Wait.
  • One of them can be an epoxy asphalt layer
  • the thickness of the pavement structure 4 is determined by the force and structure, and one of the sizes can be 20mm-50mm
  • a waterproof bonding layer is added between the epoxy asphalt layer and the top plate 11 .
  • the function of the waterproof bonding layer is to bond the epoxy asphalt layer and the top plate 11 as a whole, give full play to the composite effect of the pavement layer and the top plate 11, improve the stress condition of the top plate 11 and the pavement structure 4, and enhance the pavement. Fatigue resistance of structure 4.
  • the rail beam 1000 of the present application is provided with a limit structure 3 on the main body 1 , that is, limit plates 32 extending longitudinally along the top plate 11 are added on both lateral sides of the top plate 11 .
  • the traditional asphalt bridge deck pavement is formed by rolling with an asphalt road roller, which is wide in the lateral direction and needs to be rolled several times, and the lap width is also required during rolling.
  • the track beam unit 100 of the present application is very narrow in the lateral direction, and the paving structure 4 is not easy to implement.
  • the limit structure 3 is a special structure invented according to the characteristics that the track beam unit 100 is very narrow in the lateral direction and the paving structure 4 is not easy to implement. The advantages are as follows.
  • the pavement structure 4 is laterally limited during construction, which facilitates the construction of the pavement structure 4 .
  • the pavement structure 4 is prevented from being deformed to both sides under the extrusion of the running wheels 2001, thereby causing edge damage and peeling.
  • the height of the limit plate 32 in the vertical direction can be the same thickness as the pavement structure 4, and the thickness in the lateral direction is determined by the force and structure, one of the thickness dimensions can be 6-12mm, and the steel plate is required not to penetrate the bottom of the running wheel 2001 , to prevent the running wheel 2001 from pressing on two different materials of the pavement structure 4 and the limit plate 32 .
  • the track beam 1000 of the present application is made of the guide plate 21 and the web 13 separately, which has the following advantages. Distance accuracy is easier to control. Since the guide plate 21 bears less horizontal force from the horizontal wheel 2002, the guide plate 21 can be made thinner. Compared with the web 13, its height and thickness can be greatly reduced, which is convenient for processing and precision control. Second, the force is more reasonable.
  • the center line of the web 13 coincides with the center line of the top plate 11 and the bottom plate 12 , and at the same time coincides with the center line of the running wheel 2001 .
  • the main body part 1 does not have an eccentricity problem, and the rail vehicle 2000 does not have an eccentricity problem with respect to the single track beam 100, and the force is much better than that of the eccentric I-beam.
  • the thickness of the top plate 11 and the bottom plate 12 can be appropriately reduced due to the more reasonable structure, so that the total amount of steel used is less.
  • Fifth, the construction is more convenient and the welding deformation is reduced. Since the main body part 1 is a symmetrical part, the left and right surfaces of the deformation of the steel plate can cancel each other during welding, and the welding deformation direction is easier to control than the eccentric component.
  • one end of the guide plate 21 can be welded on the top plate 11
  • the other end of the guide plate 21 can be welded on the longitudinal connecting plate 221
  • the lateral end of the longitudinal connecting plate 221 is welded with the guide plate 21
  • the longitudinal connecting plate 221 The other end of the horizontal direction is welded with the web 13, so that the guide plate 21 can be welded on the main body part 1 reliably.
  • the longitudinal connecting plate 221 can participate in the structural stress, thereby making the overall rigidity of the track beam unit 100 larger.
  • the longitudinal connecting plate 221 can provide support for the guiding plate 21 on the one hand, so that the guiding plate 21 is a simply supported force structure, with good force and small deformation; rigidity to prevent local buckling of the web 13.
  • the guide plate 21 is disconnected from the top plate 11, and the guide plate 21 and the web 13 are connected by a plurality of vertically arranged lateral adjustment assemblies 222, and the lateral adjustment assemblies 222 include multiple longitudinally spaced apart
  • Each of the lateral adjustment mechanisms 222a is connected between the web 13 and the guide plate 21 .
  • the lateral adjustment mechanism 222a includes a support rod 2221.
  • the lateral ends of the support rod 2221 are a first end 2222 and a second end 2223 respectively.
  • the first end 2222 has threads and penetrates through the web 13. , so as to be fastened with the web 13 through the nut 2224, and the second end 2223 is welded with the guide plate 21.
  • the first end 2222 has threads and penetrates through the web 13 to be fastened to the web 13 by means of nuts 2224 , and the second end 2223 has threads and penetrates the guide plate 21 , It is fastened to the guide plate 21 through the nut 2224.
  • the first end 2222 is welded with the web 13 , and the second end 2223 is threaded and penetrates the guide plate 21 to be fastened to the guide plate 21 through a nut 2224 .
  • the guide plate 21 is connected to the web 13 through a plurality of support members 223 arranged at intervals in the longitudinal direction.
  • the support members 223 include a support portion 2231 which is spaced apart from the web plate 13 and supported on the guide plate. The side of the 21 close to the web 13 is in line and/or surface contact with the guide plate 21 .
  • Each support member 223 is a one-piece bent rod structure, and includes a support portion 2231 and two connecting portions 2232 connected to the upper and lower ends of the support portion 2231 .
  • Each connecting portion 2232 extends from the support portion 2231 toward the web 13 . And penetrate through the web 13 to be fastened with the web 13 through the nut 2224 .
  • the arrangement of the support member 223 has the following advantages. First, the distance between the guide surfaces of the guide plates 21 of the two track beam units 100 can be finely adjusted, which is easy to meet the accuracy requirements. Second, welding can be reduced, which is beneficial for deformation control. Third, the assembly operation can be realized, and the construction is convenient and fast.
  • the track beam 1000 of the present application is provided with a longitudinal stiffening plate 14 .
  • the web stiffeners can only be provided with transverse stiffening plates, while the track beam unit 100 of the present application is subjected to relatively large transverse horizontal forces, including transverse wind loads and Lateral sway force of rail vehicle 2000 .
  • the cross section of the rail beam 1000 can be an upper open section, and the transverse bending resistance and overall torsional rigidity are relatively poor. Therefore, from the perspective of improving the structural force, a longitudinal stiffening plate 14 and a longitudinal stiffening plate 14 are added.
  • a T-shaped section is formed together with part of the effective width of the web 13, as shown in FIG. 7, thus, there are the following advantages. Maintain lateral stability. Second, the torsional stiffness of the cross-section of the track beam unit 100 is increased.
  • the track beam 1000 forms a plurality of open box structures arranged in the longitudinal direction through the bottom plate 12 , the web plate 13 , the longitudinal stiffening plate 14 and the plurality of transverse web plates 2013 , thereby having greater torsional rigidity.
  • the box-shaped structure is formed at the lower part of the web 13, the rigidity of the web 13 is strengthened, thereby affecting the top plate 11 to strengthen the restraint of the top plate 11 and prevent it from buckling under compression. Fourth, there is no need to provide other stiffening plates of the web 13 on the side of the web 13 away from the guide plate 21 .
  • the rail beam 1000 of the present application is provided with a lateral stiffening plate 15 on the side close to the guide plate 21 , which has the following advantages.
  • Fourth, the appearance of the track beam unit 100 is improved.
  • the urban landscape is also an important aspect of whether the rail vehicle 2000 project can be successfully applied. Since the transverse stiffeners 15 are closely spaced, and it is generally difficult to achieve complete vertical construction, if the transverse stiffeners 15 are arranged on the side of the web 13 away from the guide plate 21, that is, exposed, the landscape is generally poor.
  • the track beam system 1000 of the present application includes a calculation method for the top plate 11 without the lateral stiffening plate 15, and the calculation method includes the control index to prevent the pavement structure 4 from cracking under the repeated load of the running wheel 2001, that is, the span-to-deflection ratio of the top plate 11, the top plate
  • the span-torsion ratio of 11 can be between 600 and 1200.
  • the formula for the span-torsion ratio of the top plate 11 is L/2D.
  • the top plate 11 is a cantilever member. Under the action, downward deflection will occur.
  • L is the lateral force range of the top plate 11. Since the web 13 is in the middle of the top plate 11, L/2 is the calculated span of the cantilever plate.
  • the actual contact area load of 4 is the basic parameter, corresponding to abcd as shown in Fig. 8. Due to the pavement structure 4, the load of the running wheel 2001 is distributed and diffused in the lateral and longitudinal directions at the first angle, corresponding to Fig. 8 ABCD shown, wherein, the horizontal length AC of ABCD is the value of L.
  • D is the deflection of the end of the top plate 11 under the load of the running wheel 2001 .
  • the value range of D can be known, and D is related to the thickness of the top plate 11, and D is also related to the load area ABCD and continues to spread at a second angle, and the center of the web 13
  • the length of EF after the line intersects is related, because the top plate 11 is a cantilever member and is not supported by the lateral stiffening plate 15.
  • the longitudinal length AB after the spread of the pavement structure 4 also needs to be at a second angle.
  • the plate 13 is diffused, and the length EF is the calculated length when the top plate 11 is used to carry the load of the running wheel 2001.
  • the values of the first angle and the second angle are related to the relative stiffness between the top plate 11 and the web plate 13. Its value will vary within a certain range, and it can be taken as 45 degrees in engineering calculations.
  • the D value can be obtained by the structural mechanics method. Of course, the thickness of the top plate 11 can also be obtained from the D value.
  • the thickness of the top plate 11 can be obtained under the premise of preventing the pavement structure 4 from cracking under the repeated action of the load of the rail vehicle 2000, and further in the preliminary design, the thickness of the top plate 11 can be designed, so that it can be extended from the design stage. The service life of the pavement structure 4 .
  • the terms “installed”, “connected” and “connected” should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection, or integral connection; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be internal communication between two elements.
  • installed should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection, or integral connection; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be internal communication between two elements.

Abstract

一种轨道梁单体(100)和轨道梁(1000)，轨道梁单体包括主体部件(1)和导向部件(2)，主体部件包括顶板(11)、底板(12)和腹板(13)，导向部件包括导向板(21)和连接结构(22)，导向板设于顶板与底板之间，导向板为沿纵向延伸的竖置平板结构且在横向上与腹板间隔开设置，连接结构与主体部件和导向板分别装配相连。

Description

轨道梁单体和轨道梁
相关申请的交叉引用
本申请基于申请号为202010937354.4、申请日为2020-09-08的中国专利申请提出，并要求上述中国专利申请的优先权，上述中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及桥梁技术领域，尤其是涉及一种轨道梁单体和轨道梁。
背景技术
在桥梁技术领域，导向板的位置以及精度直接影响轨道车辆的行驶安全性，相关技术中导向板的施工难度高，精度难以保证。
发明内容
本申请提供一种轨道梁单体，所述轨道梁单体具有施工容易、导向精度高等优点。
本申请提供一种轨道梁，所述轨道梁具有如上所述的轨道梁单体。
根据本申请实施例的轨道梁单体，包括主体部件和导向部件，所述主体部件包括顶板、底板和腹板，所述底板设于所述顶板的下方，所述腹板连接在所述顶板与所述底板之间；所述导向部件包括导向板和连接结构，所述导向板设于所述顶板与所述底板之间，所述导向板为沿纵向延伸的竖置平板结构且在横向上与所述腹板间隔开设置，所述连接结构与所述主体部件和所述导向板分别装配相连，以通过所述连接结构将所述导向板间接连接至所述主体部件。
根据本申请实施例的轨道梁单体，设置单独的导向板，导向板为沿纵向延伸的竖置平板结构且在横向上与腹板间隔开设置，通过连接结构将导向板连接至主体部件，由此，本申请的轨道梁单体具有如下几方面的优点：第一，可以拉近腹板与轨道梁单体的中心线之间的距离，使得主体部件受力合理，由此，主体部件无需加厚，进而可以节约用钢量，减少成本。第二，腹板和导向板可以分别单独选料、加工为符合各自使用要求的结构形状，无需将腹板或导向板加工成为了使两者连接的复杂结构，从而本申请的轨道梁单体加工和施工容易，并且在施工时，无需因为腹板或导向板的结构复杂而增加临时装置以阻止腹板或导向板变形，节省人力物力。第三，单独加工导向板时更容易保证导向面的导向精度，无需将腹板加工为符合导向精度，从而降低了加工难度和成本。第四，通过采用连接结构向主体部件装配导向板，更容易保证两个轨道梁单体的导向板之间的距离符合设计要求。
在一些实施例中，所述腹板也为沿纵向延伸的竖置平板结构，所述腹板的上端与所述顶板的横向中部相连，和/或，所述腹板的下端与所述底板的横向中部相连。
在一些实施例中，所述连接结构与所述主体部件可拆卸地装配相连，和/或与所述导 向板可拆卸地装配相连。
在一些实施例中，所述连接结构与所述腹板装配相连。
在一些实施例中，所述连接结构与所述腹板螺纹连接或焊接，所述连接结构与所述导向板螺纹连接或焊接。
在一些实施例中，所述连接结构包括纵向连接板，所述纵向连接板为沿纵向延伸的横置平板结构，所述纵向连接板的横向两端分别与所述腹板和所述导向板相连。
在一些实施例中，所述导向板的上端与所述顶板焊接相连，所述导向板的下端与所述纵向连接板的横向一端焊接相连，所述纵向连接板的横向另一端与所述腹板焊接相连；或者，所述导向板的下端与所述底板焊接相连，所述导向板的上端与所述纵向连接板的横向一端焊接相连，所述纵向连接板的横向另一端与所述腹板焊接相连。
在一些实施例中，所述连接结构包括横向调节组件，所述横向调节组件连接在所述腹板和所述导向板之间，以调节所述腹板和所述导向板之间的横向间隔距离。
在一些实施例中，所述导向板通过沿竖向间隔设置的多个所述横向调节组件与所述腹板相连。
在一些实施例中，所述横向调节组件包括沿纵向间隔设置的多个横向调节机构，每个所述横向调节机构均连接在所述腹板和所述导向板之间，以调节所述腹板和所述导向板之间的横向间隔距离。
在一些实施例中，所述横向调节机构包括支撑杆，所述支撑杆的横向两端分别为第一端和第二端，所述第一端具有螺纹且贯穿所述腹板，以通过螺母与所述腹板紧固连接，所述第二端与所述导向板焊接；或者所述第一端具有螺纹且贯穿所述腹板，以通过螺母与所述腹板紧固连接，所述第二端具有螺纹且贯穿所述导向板，以通过螺母与所述导向板紧固连接；或者所述第一端与所述腹板焊接，所述第二端具有螺纹且贯穿所述导向板，以通过螺母与所述导向板紧固连接。
在一些实施例中，所述连接结构包括支撑件，所述支撑件连接在所述腹板和所述导向板之间，所述支撑件包括支撑部，所述支撑部与所述腹板沿横向间隔开设置且支撑在所述导向板的靠近所述腹板的一侧。
在一些实施例中，所述支撑件与所述腹板可调节相连，以使所述支撑部与所述腹板之间的横向间隔距离可调节。
在一些实施例中，所述导向板通过沿纵向间隔设置的多个所述支撑件与所述腹板相连。
在一些实施例中，每个所述支撑件均为一体式弯杆结构，且包括所述支撑部和连接在所述支撑部上下两端的两个连接部，每个所述连接部均由所述支撑部朝向所述腹板的方向延伸且贯穿所述腹板，以通过螺母与所述腹板紧固连接。
在一些实施例中，所述导向部件还包括导向加劲板，所述导向加劲板为沿纵向延伸的横置平板结构，所述导向加劲板设于所述导向板与所述腹板之间，且所述导向加劲板的横向一端与所述导向板相连，所述导向加劲板的横向另一端与所述腹板间隔开设置。
在一些实施例中，所述主体部件包括纵向加劲板，所述纵向加劲板为沿纵向延伸的横置平板结构，所述纵向加劲板位于所述顶板与所述底板之间，且设于所述腹板的靠近所述导向板的一侧，所述纵向加劲板的横向一端与所述腹板焊接相连。
在一些实施例中，所述纵向加劲板由所述轨道梁单体的纵向一端延伸至所述轨道梁单体的纵向另一端。
在一些实施例中，所述主体部件包括沿竖向间隔开设置的多个所述纵向加劲板。
在一些实施例中，所述主体部件还包括横向加劲板，所述横向加劲板为沿横向延伸的竖置平板结构，所述横向加劲板为多个且沿纵向间隔开设置，所述横向加劲板位于所述顶板与所述底板之间，且设于所述腹板的靠近所述导向板的一侧，所述横向加劲板的横向一端与所述腹板焊接相连。
在一些实施例中，所述轨道梁单体还包括限位结构，所述限位结构设于所述顶板的顶面且与所述顶板之间限定出顶部敞开的槽体，或者所述限位结构设于所述底板的顶面且与所述底板之间限定出顶部敞开的槽体；和铺装结构，所述铺装结构铺装于所述槽体。
在一些实施例中，所述限位结构包括两个限位板，两个所述限位板分别为沿纵向延伸的竖置平板且沿横向间隔开，所述槽体形成在两个所述限位板之间。
根据本申请实施例的轨道梁，包括横梁组件和根据如上所述的轨道梁单体，所述轨道梁单体为两个且沿横向间隔开，所述横梁组件连接在两个所述轨道梁单体之间。
根据本申请实施例的轨道梁，主体部件受力合理，可以节约用钢量，减少成本。轨道梁单体加工和施工容易，无需增加临时构造阻止其变形，节省人力物力。而且，加工导向板时更容易保证导向面的导向精度，在轨道车辆宽度方向上，也更容易保证两个轨道梁单体的导向面之间的距离符合设计要求。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请一个实施例的轨道梁和轨道车辆的配合示意图；
图2是图1中所示的轨道梁的示意图；
图3是图2中所示的轨道梁单体的局部示意图；
图4是根据本申请一个实施例的轨道梁和轨道车辆的车轮的配合示意图；
图5是根据本申请一个实施例的轨道梁单体的局部示意图；
图6是根据本申请一个实施例的轨道梁和轨道车辆的车轮的配合示意图；
图7是根据本申请一个实施例的轨道梁单体的腹板与纵向加劲板的连接示意图；
图8是根据本申请一个实施例的铺装结构承受载荷示意图；
图9是根据本申请一个实施例的顶板的挠度示意图。
附图标记：
轨道梁1000，轨道梁单体100，
主体部件1，顶板11，底板12，腹板13，纵向加劲板14，横向加劲板15，
导向部件2，
导向板21，
连接结构22，纵向连接板221，
横向调节组件222，横向调节机构222a，
支撑杆2221，第一端2222，第二端2223，螺母2224，
支撑件223，支撑部2231，连接部2232，
导向加劲板23，
限位结构3，槽体31，限位板32，
铺装结构4，
横梁组件200，横梁单体201，第一横梁2011，第二横梁2012，横向腹板2013，过线孔2014，
桥墩300，支柱301，盖梁302，
支座400，轨道车辆2000，走行轮2001，水平轮2002。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考附图描述根据本申请实施例的轨道梁单体100和轨道梁1000。轨道梁1000包括两个间隔开地轨道梁单体100，轨道车辆2000可以在轨道梁1000上行走和停留，轨道车辆2000包括走行轮2001和水平轮2002。
如图1-图2所示，根据本申请实施例的轨道梁单体100，包括主体部件1和导向部件2，其中，主体部件1可以为走行轮2001提供行走轨道并支撑轨道车辆2000，导向部件2可以为水平轮2002提供导向和支撑，使得水平轮2002可以可靠地为轨道车辆2000导向。
具体而言，参考图1-图2，主体部件1包括顶板11、底板12和腹板13，底板12设于顶板11的下方，腹板13连接在顶板11与底板12之间。由此，当轨道车辆2000为跨座式轨道车辆时，底板12可以支撑腹板13，腹板13可以支撑顶板11，顶板11可以用于支撑轨道车辆2000的行走与停留。当轨道车辆2000为悬挂式轨道车辆时，顶板11可以悬挂腹板13，腹板13可以悬挂底板12，底板12可以用于支撑轨道车辆2000的行走与停留。为简化描述，本文仅以轨道车辆2000为跨座式轨道车辆为例进行说明，在本领域技术人员阅读了下面的技术方案后，显然能够理解轨道车辆2000为悬挂式轨 道车辆的具体实施方案，因此不作赘述。
参考图1-图2，导向部件2包括导向板21和连接结构22，导向板21设于顶板11与底板12之间，导向板21为沿纵向延伸的竖置平板结构且在横向上与腹板13间隔开设置，连接结构22与主体部件1和导向板21分别装配相连，以通过连接结构22将导向板21间接连接至主体部件1。由此，主体部件1可以为导向板21提供安装环境，连接结构22可以将导向板21间接连接至主体部件1。需要说明的是，本文所述的“横向”指的是轨道车辆2000的宽度方向，本文所述的“纵向”指的是轨道车辆2000的行进方向。
而且，需要说明的是，本文所述的“连接结构22与腹板13和导向板21分别装配相连”指的是，连接结构22、腹板13、导向板21三者分别单独加工，或者说，连接结构22与腹板13不是一个一起加工而成的一体部件，而需要通过装配(包括焊接、螺纹连接等)工艺连接在一起；连接结构22与导向板21也不是一个一起加工而成的一体部件，而需要通过装配(包括焊接、螺纹连接等)工艺连接在一起。
由此，由于导向板21与腹板13可以分开制作，从而腹板13和导向板21可以分别单独选料、加工为符合各自使用要求的结构形状，无需将腹板13或导向板21加工成为了使两者连接的复杂结构，或者说，由于设置有连接结构22，使得导向板21与腹板13两者的形状不必为了连接而特意改变，例如不必将导向板21加工为复杂的结构，也不必将腹板13加工为复杂的结构，由此，腹板13和导向板21均可以为平板等简单的结构，降低加工难度和成本。
而且，也不需要导向板21与腹板13的加工精度和材料一致，例如可以根据腹板13的支撑强度要求，和导向板21的导向精度要求等，分别对导向板21与腹板13单独选材和加工，从而降低生产成本，更好地满足各种要求。需要说明的是，主体部件1和导向部件2的选材可以是但不限于是钢材，例如还可以为混凝土钢筋板材等等。
相关技术中，轨道梁结构将轨道梁腹板既用作支撑顶板的支撑结构，又用作为轨道车辆导向的导向板，为节约腹板的用钢量，轨道梁腹板中心线与顶板和底板中心线不重合，使得整个轨道梁长期处于偏心受力状态，为满足受力要求，需要额外增加顶板的厚度、底板及腹板的厚度以满足受力要求，由此会增大用钢量，进而增加成本，然而效果并不理想。而且，上述偏心轨道梁结构加工复杂，在施工过程中焊缝不对称，焊接时容易产生平面外的变形，为解决这个问题，又需要额外增加临时装置阻止其变形，而这些临时装置起初需要焊接在轨道梁上，用完又需要拆除，施工困难且浪费人力物力。
此外，腹板作为导向板为满足行车要求，一方面要保持与顶板的垂直，另一方面需要保证在轨道车辆宽度方向上的两个导向面的距离不能太大或太小，以保证导向功能。由于轨道梁整体刚度较大，而且是焊接结构，焊接变形较离散，将腹板作为导向板需要腹板精度很高，为保证精度，需要花很大的成本去控制顶板、底板和腹板在施工中的变形，且效果不好，并且对面积很大的腹板进行较高的导向精度加工，成本很高。
而根据本申请实施例的轨道梁单体100，设置单独的导向板21，导向板21为沿纵 向延伸的竖置平板结构且在横向上与腹板13间隔开设置，通过连接结构22将导向板21连接至主体部件1，由此，本申请的轨道梁单体100具有如下几方面的优点：第一，可以拉近腹板13与轨道梁单体100的中心线之间的距离，使得主体部件1受力合理，由此，主体部件1无需加厚，进而可以节约用钢量，减少成本。第二，腹板13和导向板21可以分别单独选料、加工为符合各自使用要求的结构形状，无需将腹板13或导向板21加工成为了使两者连接的复杂结构，从而本申请的轨道梁单体100加工和施工容易，并且在施工时，无需因为腹板13或导向板21的结构复杂而增加临时装置以阻止腹板13或导向板21变形，节省人力物力。第三，单独加工导向板21时更容易保证导向面的导向精度，无需将腹板13加工为符合导向精度，从而降低了加工难度和成本。第四，通过采用连接结构22向主体部件1装配导向板21，更容易保证两个轨道梁单体100的导向板21之间的距离符合设计要求。
在本申请的一些实施例中，如图1-图2所示，腹板13也可以为沿纵向延伸的竖置平板结构，由此，腹板13的结构简单、便于加工，例如可以选用钢板等简单的板材制成，且可以有效地支撑顶板11，使得顶板11可以可靠地供轨道车辆2000行走和停留。这里，需要说明的是，本文所述的“竖置”不限于竖直，例如也可以倾斜于竖直方向。在一些具体示例中，如图1所示，导向板21和腹板13可以平行，从而方便加工。
结合图1，根据本申请的一些实施例，腹板13的上端与顶板11的横向中部相连，和/或，腹板13的下端与底板12的横向中部相连。也就是说，在一些示例中，腹板13的上端可以与顶板11的横向中部相连，在另一些示例中，腹板13的下端可以与底板12的横向中部相连，在再一些示例中，腹板13的上端可以与顶板11的横向中部相连、同时腹板13的下端可以与底板12的横向中部相连。由此，可以更好地拉近腹板13与轨道梁单体100的中心线之间的距离，使得主体部件1受力合理，无需加厚顶板11和腹板13，进而可以节约用钢量，减少成本。
此外，需要说明的是，当“腹板13的上端与顶板11的横向中部相连，和/或，腹板13的下端与底板12的横向中部相连”时，腹板13可以为沿纵向延伸的竖置平板结构，由此，可以简化主体部件1的结构，使得主体部件1可以大体呈现工字梁设计。
当然，本申请不限于此，当“腹板13为沿纵向延伸的竖置平板结构”时，腹板13的上端也可以与顶板11的非中部相连，腹板13的下端也可以与底板12非中部相连，腹板13与顶板11、底板12任何位置的连接均可以作为本申请的一种可实现的实施方式，这里不作过多限制。
此外，本申请不限于此，腹板13也可以为非平板结构，也就是说，腹板13的结构形状可根据实际需要和实际施工情况选择，例如，非平板结构的腹板13可以是曲面板，如波纹板、弧面板等结构，这里不作赘述。腹板13的任何形状结构都可以为本申请可实现的一种实施方式，这里对腹板13的结构形状不作过多限制，任何形状结构的腹板13均可落入本申请的保护范围。
例如在一些具体示例中，非平板结构的腹板13的上端可以与顶板11的横向中部相 连，和/或，非平板结构的腹板13的下端与底板12的横向中部相连。也就是说，在一些示例中，非平板结构的腹板13的上端可以与顶板11的横向中部相连，在另一些示例中，非平板结构的腹板13的下端可以与底板12的横向中部相连，在再一些示例中，非平板结构的腹板13的上端可以与顶板11的横向中部相连、同时非平板结构的腹板13的下端可以与底板12的横向中部相连。
例如在另一些具体示例中，非平板结构的腹板13的上端也可以与顶板11的非中部相连，和/或，非平板结构的腹板13的下端也可以与底板12非中部相连，等等。非平板结构的腹板13与顶板11、底板12任何位置的连接均可以作为本申请的一种可实现的实施方式，这里不作过多限制。
在本申请的一些实施例中，如图4-图6所示，连接结构22与主体部件1可拆卸地装配相连，和/或与导向板21可拆卸地装配相连。由此，通过如上设置使得导向板21相对主体部件1可以拆卸下来，从而使得导向板21磨损后更换或者维修容易，这样，由于无需更换或维修主体部件1，从而可以降低维护成本。
相关技术中，腹板受导向车轮的直接磨耗，一方面磨损主梁腹板，影响整个轨道梁的结构强度，另一方面磨损导向车轮轮胎，影响导向车轮轮胎的使用寿命。同时，腹板经过长时间磨擦之后会变得光滑，使其摩擦系数减小，影响导向车轮的制动与启动，雨天路滑时影响更明显。而腹板为轨道梁主体结构的一部分，磨损后更换或者维修很困难，成本较大。而本申请通过设置导向板21，并如上设置使得导向板21相对主体部件1可以拆卸下来，从而既保护了腹板13，又可以解决导向板21的磨损问题。
在本申请的一些实施例中，如图1所示，连接结构22与腹板13装配相连。由此，可以降低连接结构22与主体部件1的连接难度，而且，可以避免连接结构22与顶板11或底板12相连时对轨道车辆2000的运行造成的影响，从而保证轨道车辆2000可以顺利运行。当然，本申请不限于此，还可以将连接结构22设置成通过其他更加复杂的方式与主体部件1装配相连，这里不作赘述。
在本申请的一些实施例中，连接结构22与腹板13螺纹连接或焊接，连接结构22与导向板21螺纹连接或焊接。由此，装配方便，且可靠性高，此外，当连接结构22与腹板13螺纹连接，和/或连接结构22与导向板21螺纹连接，还可以实现导向板21通过连接结构22与主体部件1可拆卸地相连，从而有利于对导向板21的调试、维修和更换等。
参考图1-图3，在本申请的一些实施例中，连接结构22包括纵向连接板221，纵向连接板221为沿纵向延伸的横置平板结构，纵向连接板221的横向两端分别与腹板13和导向板21相连。由此，纵向连接板221可以简单、有效且可靠地将导向板21连接在腹板13上，保证导向板21与腹板13之间可以可靠地具有一定横向距离，使得腹板13的居中设置更为现实，并且支撑导向板21可以更可靠地发挥为水平轮2002导向的作用，此外，纵向连接板221还可以加强腹板13的结构强度。
根据本申请的一些实施例，在如图1-图3所示的一个示例中，导向板21的上端与 顶板11焊接相连，导向板21的下端与纵向连接板221的横向一端焊接相连，纵向连接板221的横向另一端与腹板13焊接相连，由此，可以适用于跨座式轨道车辆。或者，在附图未示出的另一个示例中，导向板21的下端与底板12焊接相连，导向板21的上端与纵向连接板221的横向一端焊接相连，纵向连接板221的横向另一端与腹板13焊接相连，由此，可以适用于悬挂式轨道车辆。由此，纵向连接板221和导向板21均可以可靠地连接在主体部件1上，且装配方便，可靠性高。
当然，当连接结构22包括纵向连接板221时，导向板21与主体部件1的连接方式不限于此，例如在其它的一些具体示例中，导向板21与纵向连接板221焊接连接时，导向板21与顶板11或底板12均未焊接，此时，纵向连接板221可以有多个，纵向连接板221在导向板21的竖向上间隔设置，导向板21与多个纵向连接板221均焊接连接；或者，连接结构22还包括沿纵向间隔开设置的多个横向连接板(图未示出)，横向连接板和纵向连接板221均焊接连接在导向板21与腹板13之间。等等，这里不作赘述。
在本申请的一些实施例中，如图4所示，连接结构22包括横向调节组件222，横向调节组件222连接在腹板13和导向板21之间，以调节腹板13和导向板21之间的横向间隔距离。可以理解的是，横向调节组件222可以便于将导向板21连接在腹板13上，同时横向调节组件222也便于调节导向板21与腹板13之间的距离，使得在轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。
结合图4，根据本申请的一些实施例，导向板21通过沿竖向间隔设置的多个横向调节组件222与腹板13相连。其中，竖向可以理解为轨道车辆2000的高度方向，沿竖向间隔设置多个横向调节组件222连接导向板21与腹板13可以增加连接强度，使得导向板21与腹板13的连接更加可靠。
参考图4，在本申请的一些实施例中，横向调节组件222包括沿纵向间隔设置的多个横向调节机构222a，每个横向调节机构222a均连接在腹板13和导向板21之间，以调节腹板13和导向板21之间的横向间隔距离。可以理解的是，沿纵向间隔设置的多个横向调节机构222a可以在保证连接可靠性的前提下，降低横向调节组件222的投入成本和总体重量，减小导向板21脱落于腹板13而造成的损失及危险。而且，多个横向调节机构222a沿纵向间隔地连接在腹板13和导向板21之间，便于调节腹板13与导向板21在纵向上每一处的距离，从而可以使得在轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。
根据本申请的一些实施例，参考图4-图5，横向调节机构222a包括支撑杆2221，支撑杆2221的横向两端分别为第一端2222和第二端2223，在如图5所示的一个示例中，第一端2222具有螺纹且贯穿腹板13，以通过螺母2224与腹板13紧固连接，第二端2223与导向板21焊接。或者，在如图4所示的另一个示例中，第一端2222具有螺纹且贯穿腹板13，以通过螺母2224与腹板13紧固连接，第二端2223具有螺纹且贯穿导向板21，以通过螺母2224与导向板21紧固连接。或者，在附图未示出的又一个示例中，第一端2222与腹板13焊接，第二端2223具有螺纹且贯穿导向板21，以通过螺 母2224与所述导向板21紧固连接。可以理解的是，上述三个示例的横向调节机构222a均可以便于将导向板21连接在腹板13上，也便于将导向板21从腹板13上拆下，由此，可以便于导向板21的维修和更换。此外，通过上述三个示例的横向调节机构222a还可以便于调节导向板21与腹板13的距离。
结合图6，根据本申请的一些实施例，连接结构22包括支撑件223，支撑件223连接在腹板13和导向板21之间，支撑件223包括支撑部2231，支撑部2231与腹板13沿横向间隔开设置且支撑在导向板21的靠近腹板13的一侧。由此，支撑件223不但可以将导向板21可靠地连接在腹板13上，而且还可以利用支撑部2231为导向板21提供可靠支撑，以提高导向板21的导向可靠性，并且由于支撑部2231与腹板13沿横向间隔开设置，从而能够在保证导向板21横向位置的前提下，在一定程度上减小支撑件223的体积、重量和用料，降低成本。
在一些实施例中，支撑部2231与导向板21可以线接触和/或面接触，支撑部2231与导向板21面接触可以增大导向板21与支撑部2231的接触面积，从而更可靠地支撑导向板21。
在一些实施例中，支撑件223与腹板13可调节相连，以使支撑部2231与腹板13之间的横向间隔距离可调节。由此，可以使得在轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。
参考图6，在本申请的一些实施例中，导向板21通过沿纵向间隔设置的多个支撑件223与腹板13相连。由此，沿纵向间隔设置的多个支撑件223可以加强腹板13与导向板21的连接强度，可以减小导向板21脱落于腹板13而造成的损失及危险，降低支撑件223的投入成本和总体重量，而且，多个支撑件223沿纵向间隔地连接在腹板13和导向板21之间，便于调节腹板13与导向板21在纵向上每一处的距离，使得在轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。
根据本申请的一些实施例，如图6所示，每个支撑件223均为一体式弯杆结构，且包括支撑部2231和连接在支撑部2231上下两端的两个连接部2232，每个连接部2232均由支撑部2231朝向腹板13的方向延伸且贯穿腹板13，以通过螺母2224与腹板13紧固连接。由此，支撑件223可以便于将导向板21安装在腹板13上，同时，也便于将导向板21从腹板13上拆下，可以便于导向板21的维修和更换；而且，支撑件223通过连接部2232与腹板13螺纹连接，由此可以便于调节导向板21与腹板13的距离，从而可以使得在轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。
在本申请的一些实施例中，如图4-图6所示，导向板21的上端与顶板11无连接，导向板21的下端与底板12无连接。由此，导向板21只需连接在腹板13上，可以使施工变得简单。
结合图5，根据本申请的一些实施例，导向部件2还包括导向加劲板23，导向加劲板23为沿纵向延伸的横置平板结构，导向加劲板23设于导向板21与腹板13之间，且 导向加劲板23的横向一端与导向板21相连，导向加劲板23的横向另一端与腹板13间隔开设置。由此，可以加强导向板21的结构强度，使得导向板21可以更可靠地为水平轮2002导向。需要说明的是，本文所述的“横置”不限于水平方向，例如可以倾斜于水平方向。
如图1-图2所示，在本申请的一些实施例中，主体部件1包括纵向加劲板14，纵向加劲板14为沿纵向延伸的横置平板结构，纵向加劲板14位于顶板11与底板12之间，且设于腹板13的靠近导向板21的一侧，纵向加劲板14的横向一端与腹板13焊接相连，由此，可以将纵向加劲板14可靠地连接在腹板13上，纵向加劲板14可以加强腹板13的结构强度。再如图2所示的一个具体示例中，纵向加劲板14由轨道梁单体100的纵向一端延伸至轨道梁单体100的纵向另一端，由此，可以进一步加强腹板13的结构强度。
具体地，为满足行车要求，轨道梁1000的采用两个工字的轨道梁单体100间隔设置，形成横断面为上部开口断面的梁体，其横向抗弯及整体抗扭刚度较差，然而在轨道车辆2000行进的过程中，轨道梁承受着较大的横向水平力，包括横向风荷载与列车横向摇摆力，采用工字结构时，水平面方向的刚度较小，变形较大，容易发生腹板平面外屈曲，需要额外增加斜撑等构造设置，加工难度大，成本高。本申请通过在腹板13上设置通长的纵向加劲板14，可以改善腹板13的结构受力，从而解决了工字钢腹板13平面外刚度较差的问题。
根据本申请的一些实施例，如图1-图2所示，主体部件1包括沿竖向间隔开设置的多个纵向加劲板14。由此，多个纵向加劲板14可以更进一步加强腹板13的结构强度。并且例如在一些具体示例中，当纵向加劲板14为竖向间隔开的多个时，其中一个纵向加劲板14还可以作为上述的纵向连接板221使用，以用于连接导向板21和腹板13。
参考图1-图2，在本申请的一些实施例中，轨道梁单体100还包括横向加劲板15，横向加劲板15为沿横向延伸的竖置平板结构，横向加劲板15为多个且沿纵向间隔开设置，横向加劲板15位于顶板11与底板12之间，且设于腹板13的靠近导向板21的一侧，横向加劲板15的横向一端与腹板13焊接相连。由此，可以增加腹板13的刚度，此外，当横向加劲板15与纵向加劲板14相连时，也可以利用横向加劲板15对纵向加劲板14进行约束，使得主体部件1整体刚度提高。而且，设置横向加劲板15后可以减薄腹板13的厚度，进而可以节约钢材。
根据本申请的一些实施例，如1-图2所示，轨道梁单体100还包括限位结构3和铺装结构4，限位结构3设于顶板11的顶面且与顶板11之间限定出顶部敞开的槽体31，或者限位结构3设于底板12的顶面且与底板12之间限定出顶部敞开的槽体31，铺装结构4铺装于槽体31。需要说明的是，铺装结构4包括铺装的所有层，例如环氧沥青铺装层、桥面防水层等，走行轮2001与铺装结构4直接接触，在铺装结构4上行进与停留，由此，可以避免走行轮2001直接磨耗顶板11，也可以减少走行轮2001的磨损。而且，当铺装结构4包括桥面防水层时，铺装结构4可以避免顶板11直接受雨水侵蚀。 此外，铺装结构4可以对轨道车辆2000的集中荷载起分布作用，改善顶板11受力。
另外，铺装结构4还可以改善走行轮2001与轨道梁单体100之间抗滑要求的摩擦系数。由于铺装结构4是在主体部件1和导向部件2制作、施工完成后制作，进而可以便于对轨道梁单体100的平整度、线型、标高控制。同时，铺装结构4维护方便，且维护时可减少对主体部件1和导向部件2的影响。此外，铺装结构4可以减少与轨道车辆2000冲击，提高行车的安全性和舒适性。并且，通过设置限位结构3制造出槽体31，从而槽体31可以为铺装结构4提供安装环境和对铺装结构4限位，使得铺装结构4更可靠，稳定地铺设在顶板11或底板12上。
在本申请的一些实施例中，如图1-图2所示，限位结构3包括两个限位板32，两个限位板32分别为沿纵向延伸的竖置平板且沿横向间隔开，槽体31形成在两个限位板32之间。由此，两个限位板32与顶板11的顶面可以限定出槽体31，槽体31可以为铺装结构4提供安装环境和对铺装结构4限位，使得铺装结构4更可靠，稳定地铺设在顶板11或底板12上。
结合图1-图2，根据本申请实施例的轨道梁1000，包括横梁组件200和根据如上所述的轨道梁单体100，轨道梁单体100为两个且沿横向间隔开，横梁组件200连接在两个轨道梁单体100之间。由此，两个轨道梁单体100可以为轨道车辆2000的两个走行轮2001提供支撑和走行面，可以为轨道车辆2000的两个水平轮2002提供支撑和导向面，通过横梁组件200连接两个轨道梁单体100，可以提高轨道梁1000的结构可靠性。
在一些实施例中，如图1和图2所示，当轨道梁1000为内导向式双轨轨道时，每个轨道梁单体100的导向板21均朝向另一轨道梁单体100的方向设置，当轨道梁1000为外导向式双轨轨道时，每个轨道梁单体100的导向板21均背离另一轨道梁单体100的方向设置。
根据本申请实施例的轨道梁1000，主体部件1受力合理，由此，顶板11和腹板13无需加厚，进而可以节约用钢量，减少成本。轨道梁单体100加工和施工容易，无需增加临时构造阻止其变形，节省人力物力。本申请的轨道梁1000的导向板21便于维修、更换。而且，加工导向板21时更容易保证导向面的导向精度，在轨道车辆2000宽度方向上，也更容易保证两个轨道梁单体100的导向面之间的距离符合设计要求。
在本申请的一些实施例中，如图1-图2所示，横梁组件200包括沿纵向间隔设置的多个横梁单体201，每个横梁单体201均包括沿竖向间隔设置的第一横梁2011和第二横梁2012，以及连接在第一横梁2011和第二横梁2012之间的横向腹板2013，横向腹板2013上具有过线孔2014，第一横梁2011横向两端分别与两个轨道梁单体100的纵向加劲板14连接，第二横梁2012横向两端分别与两个轨道梁单体100的底板12连接，横向腹板2013横向两端分别与两个轨道梁单体100的腹板13连接。由此，横梁组件200可以将两个轨道梁单体100可靠地连接在一起，使得轨道梁1000可以安全、可靠地为轨道车辆2000提供支撑。
结合图1-图2，根据本申请的一些实施例，轨道梁1000还可以包括桥墩300和多个 支座400，桥墩300包括支柱301和盖梁302，盖梁302设于支柱301顶部，多个支座400设在盖梁302的顶部，两个轨道梁单体100设在多个支座400上，由此，支柱301可以支撑盖梁302，盖梁302可以支撑多个支座400，多个支座400可以可靠，稳定地支撑两个轨道梁单体100。
下面，描述根据本申请一个具体实施例的轨道梁1000。
如图1所示，本申请的轨道梁1000包括桥墩300、多个支座400、两个轨道梁单体100和连接两个轨道梁单体100的横梁组件200，其中，横梁组件200包括多个沿轨道梁单体100纵向间隔设置的多个横梁单体201。桥墩300包括支柱301和盖梁302。轨道梁单体100包括主体部件1、导向部件2、限位结构3和铺装结构4。
具体地，参考图1-图2，主体部件1包括顶板11、腹板13、底板12、纵向加劲板14和横向加劲板15，其中，顶板11、腹板13和底板12的中心线重合。导向部件2包括导向板21和连接结构22，导向板21可以为水平轮2002的走行板。铺装结构4包括铺装的所有层，例如可以为环氧沥青铺装层、桥面防水层等，限位结构3包括两个横向设置在顶板11两端的限位板32，两个限位板32与顶板11限定出槽体31，槽体31可以容纳铺装结构4。
如图1-图2所示，横梁单体201为工字型截面，包括第一横梁2011、第二横梁2012和横向腹板2013，其中，横向腹板2013开设有过线孔2014，可以让轨道车辆2000的通信、信号、强弱电等必需的管线从横向腹板2013穿过，从而可以充分利用轨道梁1000的狭小空间。过线孔2014的直径由横向腹板2013的大小及管线数量的多少决定，此外，过线孔2014还可以起到为横向腹板2013减重的作用。
结合图1-图2，本申请的轨道梁1000在主体部件1上设置铺装结构4，有如下几方面优点，第一，可以解决轨道车辆2000的走行轮2001与顶板11的摩擦问题，可以避免走行轮2001直接磨耗顶板11，进而可以减少对主体部件1的磨损，也可以减少走行轮2001轮胎的磨损。第二，保护顶板11，使得顶板11可以不直接受雨水侵蚀。第三，对轨道车辆2000的重量的集中荷载起分布作用，改善顶板11受力。第四，可以保证走行轮2001与轨道梁单体100之间抗滑要求的摩擦系数。第五，由于铺装结构4是在主体部件1完成后制作，可通过调整铺装层的厚度满足标高及线型要求，由此便于轨道梁单体100的平整度与线型、标高控制。第六，维护方便，且维护时可减少对主体部件1的影响。第七，可以减少轨道车辆2000冲击，提高行车的安全性和舒适性。
需要说明的是，铺装结构4的铺装层可为符合要求的各种材料，其要求具体为平整性、抗滑性、耐磨性、钢板变形的适应性、抗疲劳性、抗老化性等。其中的一种可为环氧沥青层，铺装结构4的厚度由受力及构造决定，其中一种尺寸可为20mm～50mm，环氧沥青层与顶板11之间增设防水粘结层。防水粘结层的作用是将例如环氧沥青层与顶板11粘结为一个整体，充分发挥铺装层与顶板11的复合作用，改善顶板11与铺装结构4的受力状况，增强铺装结构4的抗疲劳性能。
参考图1-图2，本申请的轨道梁1000在主体部件1上设置限位结构3，即在顶板11横向两侧增设了沿顶板11纵向延伸的限位板32。传统的沥青桥面铺装采用沥青压路机碾压成型，横向较宽，需要多遍碾压，碾压时还需要有搭接宽度。而本申请的轨道梁单体100横向非常窄，铺装结构4不好实施，限位结构3是根据轨道梁单体100横向非常窄，铺装结构4不好实施的特点发明的特殊构造，其好处如下，第一，施工时铺装结构4进行横向限位，便于铺装结构4施工。第二，运营时防止铺装结构4在走行轮2001的挤压下往两侧变形，从而导致边缘破坏与剥落。限位板32在竖直方向的高度可与铺装结构4等厚，在横向的厚度由受力和构造确定，其中一种厚度尺寸可为6～12mm，并且要求钢板不能侵入走行轮2001底部，防止走行轮2001压在铺装结构4与限位板32两种不同的材料上。
如图1-图2所示，本申请的轨道梁1000将导向板21与腹板13分开制作，具有如下优点，第一，两个轨道梁单体100的导向板21的导向面之间的距离精度更容易控制。由于导向板21承受水平轮2002的水平力较小，导向板21可以做得较薄，相比腹板13，其高度与和厚度均可大大减小，便于加工和精度控制。第二，受力更加合理。腹板13中心线与顶板11、底板12中心线重合，同时与走行轮2001的中心线重合。主体部件1不存在偏心问题，轨道车辆2000对轨道梁单体100也不存在偏心问题，受力较偏心工字钢要好得多。第三，维护方便，导向板21局部破损后可局部更换，不影响主体部件1的受力。第四，节约成本，虽然较偏心工字钢多了一块导向板21，但由于结构更加合理，顶板11、底板12的厚度可适当减薄，使得总用钢量更少。第五，施工更加方便，焊接变形减小。由于主体部件1为对称件，钢板焊接时变形左右面可以互相抵消，焊接变形方向较偏心构件更容易控制。
本申请的轨道梁1000，导向板21与主体部件1的连接方式有多种，下面举例说明。
例如，参考图3，导向板21的一端可以焊接在顶板11上，导向板21的另一端可以焊接在纵向连接板221上，纵向连接板221的横向一端与导向板21焊接，纵向连接板221的横向另一端与腹板13焊接，由此，导向板21可以可靠地焊接在主体部件1上，导向板21与顶板11、腹板13、纵向连接板221可以形成一个箱体，导向板21与纵向连接板221可共同参与结构受力，由此，使得轨道梁单体100的整体刚度较大。其中，纵向连接板221一方面可以为导向板21提供支撑，使导向板21为简支受力结构，受力好，变形小；另一方面，纵向连接板221可以为腹板13提供平面外的刚度，防止腹板13局部屈曲。
又如，结合图4-图5，导向板21与顶板11断开，导向板21与腹板13通过多个竖向设置的横向调节组件222连接，横向调节组件222包括沿纵向间隔设置的多个横向调节机构222a，每个横向调节机构222a均连接在腹板13和导向板21之间。横向调节机构222a包括支撑杆2221，支撑杆2221的横向两端分别为第一端2222和第二端2223，在如图5所示的一个示例中，第一端2222具有螺纹且贯穿腹板13，以通过螺母2224与腹板13紧固连接，第二端2223与导向板21焊接。
或者，在如图4所示的另一个示例中，第一端2222具有螺纹且贯穿腹板13，以通过螺母2224与腹板13紧固连接，第二端2223具有螺纹且贯穿导向板21，以通过螺母2224与导向板21紧固连接。或者，在附图未示出的又一个示例中，第一端2222与腹板13焊接，第二端2223具有螺纹且贯穿导向板21，以通过螺母2224与所述导向板21紧固连接。可以理解的是，上述三个示例有如下优点，第一，轨道车辆2000宽度方向上两个轨道梁单体100的导向板21之间的距离更容易满足行车需要。第二，可减少焊接，对变形控制有利。第三，可实现装配化作业，施工方便且速度较快。
再如，参考图6，导向板21通过沿纵向间隔设置的多个支撑件223与腹板13相连，支撑件223包括支撑部2231，支撑部2231与腹板13间隔开设置且支撑在导向板21的靠近腹板13的一侧并与导向板21线接触和/或面接触。每个支撑件223均为一体式弯杆结构，且包括支撑部2231和连接在支撑部2231上下两端的两个连接部2232，每个连接部2232均由支撑部2231朝向腹板13的方向延伸且贯穿腹板13，以通过螺母2224与腹板13紧固连接。设置支撑件223有如下优点，第一，可对两个轨道梁单体100的导向板21的导向面之间的间距进行精调，容易满足精度要求。第二，可减少焊接，对变形控制有利。第三，可实现装配化作业，施工方便且速度较快。
如图1-图2所示，本申请的轨道梁1000设置纵向加劲板14。一般而言，钢桥梁跨度不大时，梁高较小，腹板的加劲肋可只设置横向加劲板，而本申请的轨道梁单体100受到较大的横向水平力，包括横向风荷载与轨道车辆2000的横向摇摆力。为满足行车限界要求，例如轨道梁1000的横断面可以为上部开口断面，横向抗弯及整体抗扭刚度较差，因此从改善结构受力的角度考虑增设了纵向加劲板14，纵向加劲板14与腹板13的部分有效宽度一起形成T型截面，如图7所示，由此，有如下优点，第一，增加腹板13的平面外刚度，保证腹板13在受到横向作用力时能保持横向稳定。第二，增加轨道梁单体100的横断面的抗扭刚度。轨道梁1000通过底板12、腹板13、纵向加劲板14以及多个横向腹板2013，形成沿纵向排列的多个开口箱型结构，由此，具有更大的抗扭刚度。第三，由于在腹板13下部形成了箱型结构，从而加强了腹板13刚度，从而影响顶板11以加强对顶板11的约束，防止其受压屈曲。第四，无需在腹板13远离导向板21的一侧再设置腹板13其他加劲板。
如图1-图2所示，本申请的轨道梁1000在靠近导向板21的一侧设置横向加劲板15，可以有如下优点，第一，可以增加腹板13的面外刚度。第二，增加对腹板13和纵向加劲板14的约束，使得整体刚度提高。第三，与相关技术中腹板偏心设置相比，本申请的腹板13位于中间位置，从而可以减小横向加劲板15的横向宽度，节约钢材，减小焊接量。第四，改善轨道梁单体100的外观。因为轨道车辆2000工程项目一般在城市的市区，城市景观也是轨道车辆2000工程项目是否能成功应用的一个重要方面。由于横向加劲板15间距较密，且施工一般很难做到完全竖直，若横向加劲板15在腹板13远离导向板21的一侧设置，即外露，则景观性普遍较差。
本申请的轨道梁系统1000包括一种无横向加劲板15的顶板11计算方法，计算方 法包括防止铺装结构4在走行轮2001荷载反复作用下开裂的控制指标，即顶板11跨挠比，顶板11跨挠比可在600～1200之间取值，顶板11跨挠比的公式为L/2D，结合图8-图9，需要说明的是，顶板11是一个悬臂构件，在走行轮2001荷载作用下会发生向下的挠曲变形，L为顶板11的横向的受力范围，由于腹板13在顶板11的中间，L/2为悬臂板的计算跨度，以走行轮2001与铺装结构4的实际接触面积载荷为基础参数，对应如图8所示的abcd，由于有铺装结构4，走行轮2001的荷载以第一角度进行横向和纵向两个方向的分布扩散，对应如图8所示的ABCD，其中，ABCD的横向长度AC为L的取值。
参考图9，D为顶板11端部在走行轮2001荷载作用下的挠度。通过上述顶板11跨挠比的取值范围和L的取值，可知D的取值范围，而D与顶板11厚度有关，D还与载荷面积ABCD继续以第二角度扩散，与腹板13中心线相交后的EF长度有关，因为顶板11是一个悬臂构件，无横向加劲板15支撑，走行轮2001荷载作用下，经铺装结构4扩散后的纵向的长度AB还需要以第二角度向腹板13扩散，长度EF是顶板11用于承载走行轮2001荷载作用时的计算长度，参考图8，第一角度和第二角度的取值与顶板11、腹板13之间的相对刚度有关，其值会在一定范围内变化，工程计算时可取45度。荷载、计算跨度L/2、顶板11的厚度和计算长度EF确定后，D值就可以通过结构力学方法求出，当然也可以通过D值反求出顶板11的厚度。由此，综上考虑可以得到防止铺装结构4在轨道车辆2000荷载反复作用开裂的前提下，顶板11的厚度，进而在前期设计中，可以对顶板11厚度进行设计，从而可以从设计阶段延长铺装结构4的使用寿命。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述 术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (23)

  1. 一种轨道梁单体(100)，其中，包括：
    主体部件(1)，所述主体部件(1)包括顶板(11)、底板(12)和腹板(13)，所述底板(12)设于所述顶板(11)的下方，所述腹板(13)连接在所述顶板(11)与所述底板(12)之间；
    导向部件(2)，所述导向部件(2)包括导向板(21)和连接结构(22)，所述导向板(21)设于所述顶板(11)与所述底板(12)之间，所述导向板(21)为沿纵向延伸的竖置平板结构且在横向上与所述腹板(13)间隔开设置，所述连接结构(22)与所述主体部件(1)和所述导向板(21)分别装配相连，以通过所述连接结构(22)将所述导向板(21)间接连接至所述主体部件(1)。
  2. 根据权利要求1所述的轨道梁单体(100)，其中，所述腹板(13)也为沿纵向延伸的竖置平板结构，所述腹板(13)的上端与所述顶板(11)的横向中部相连，和/或，所述腹板(13)的下端与所述底板(12)的横向中部相连。
  3. 根据权利要求1或2所述的轨道梁单体(100)，其中，所述连接结构(22)与所述主体部件(1)可拆卸地装配相连，和/或与所述导向板(21)可拆卸地装配相连。
  4. 根据权利要求1或2所述的轨道梁单体(100)，其中，所述连接结构(22)与所述腹板(13)装配相连。
  5. 根据权利要求4所述的轨道梁单体(100)，其中，所述连接结构(22)与所述腹板(13)螺纹连接或焊接，所述连接结构(22)与所述导向板(21)螺纹连接或焊接。
  6. 根据权利要求1或2所述的轨道梁单体(100)，其中，所述连接结构(22)包括：
    纵向连接板(221)，所述纵向连接板(221)为沿纵向延伸的横置平板结构，所述纵向连接板(221)的横向两端分别与所述腹板(13)和所述导向板(21)相连。
  7. 根据权利要求6所述的轨道梁单体(100)，其中，所述导向板(21)的上端与所述顶板(11)焊接相连，所述导向板(21)的下端与所述纵向连接板(221)的横向一端焊接相连，所述纵向连接板(221)的横向另一端与所述腹板(13)焊接相连；或者，
    所述导向板(21)的下端与所述底板(12)焊接相连，所述导向板(21)的上端与所述纵向连接板(221)的横向一端焊接相连，所述纵向连接板(221)的横向另一端与所述腹板(13)焊接相连。
  8. 根据权利要求1或2所述的轨道梁单体(100)，其中，所述连接结构(22)包括：
    横向调节组件(222)，所述横向调节组件(222)连接在所述腹板(13)和所述导向板(21)之间，以调节所述腹板(13)和所述导向板(21)之间的横向间隔距离。
  9. 根据权利要求8所述的轨道梁单体(100)，其中，所述导向板(21)通过沿竖向间隔设置的多个所述横向调节组件(222)与所述腹板(13)相连。
  10. 根据权利要求8或9所述的轨道梁单体(100)，其中，所述横向调节组件(222)包括沿纵向间隔设置的多个横向调节机构(222a)，每个所述横向调节机构(222a)均连接在所述腹板(13)和所述导向板(21)之间，以调节所述腹板(13)和所述导向板(21)之间的横 向间隔距离。
  11. 根据权利要求10所述的轨道梁单体(100)，其中，所述横向调节机构(222a)包括：
    支撑杆(2221)，所述支撑杆(2221)的横向两端分别为第一端(2222)和第二端(2223)，
    所述第一端(2222)具有螺纹且贯穿所述腹板(13)，以通过螺母(2224)与所述腹板(13)紧固连接，所述第二端(2223)与所述导向板(21)焊接；或者
    所述第一端(2222)具有螺纹且贯穿所述腹板(13)，以通过螺母(2224)与所述腹板(13)紧固连接，所述第二端(2223)具有螺纹且贯穿所述导向板(21)，以通过螺母(2224)与所述导向板(21)紧固连接；或者
    所述第一端(2222)与所述腹板(13)焊接，所述第二端(2223)具有螺纹且贯穿所述导向板(21)，以通过螺母(2224)与所述导向板(21)紧固连接。
  12. 根据权利要求1或2所述的轨道梁单体(100)，其中，所述连接结构(22)包括：
    支撑件(223)，所述支撑件(223)连接在所述腹板(13)和所述导向板(21)之间，所述支撑件(223)包括支撑部(2231)，所述支撑部(2231)与所述腹板(13)沿横向间隔开设置且支撑在所述导向板(21)的靠近所述腹板(13)的一侧。
  13. 根据权利要求12所述的轨道梁单体(100)，其中，所述支撑件(223)与所述腹板(13)可调节相连，以使所述支撑部(2231)与所述腹板(13)之间的横向间隔距离可调节。
  14. 根据权利要求13所述的轨道梁单体(100)，其中，所述导向板(21)通过沿纵向间隔设置的多个所述支撑件(223)与所述腹板(13)相连。
  15. 根据权利要求14所述的轨道梁单体(100)，其中，每个所述支撑件(223)均为一体式弯杆结构，且包括所述支撑部(2231)和连接在所述支撑部(2231)上下两端的两个连接部(2232)，每个所述连接部(2232)均由所述支撑部(2231)朝向所述腹板(13)的方向延伸且贯穿所述腹板(13)，以通过螺母(2224)与所述腹板(13)紧固连接。
  16. 根据权利要求1-11中任一项所述的轨道梁单体(100)，其中，所述导向部件(2)还包括：
    导向加劲板(23)，所述导向加劲板(23)为沿纵向延伸的横置平板结构，所述导向加劲板(23)设于所述导向板(21)与所述腹板(13)之间，且所述导向加劲板(23)的横向一端与所述导向板(21)相连，所述导向加劲板(23)的横向另一端与所述腹板(13)间隔开设置。
  17. 根据权利要求1-16中任一项所述的轨道梁单体(100)，其中，所述主体部件(1)包括：
    纵向加劲板(14)，所述纵向加劲板(14)为沿纵向延伸的横置平板结构，所述纵向加劲板(14)位于所述顶板(11)与所述底板(12)之间，且设于所述腹板(13)的靠近所述导向板(21)的一侧，所述纵向加劲板(14)的横向一端与所述腹板(13)焊接相连。
  18. 根据权利要求17所述的轨道梁单体(100)，其中，所述纵向加劲板(14)由所述轨道梁单体(100)的纵向一端延伸至所述轨道梁单体(100)的纵向另一端。
  19. 根据权利要求17或18所述的轨道梁单体(100)，其中，所述主体部件(1)包括沿竖向间隔开设置的多个所述纵向加劲板(14)。
  20. 根据权利要求1-19中任一项所述的轨道梁单体(100)，其中，所述主体部件(1)还包括：
    横向加劲板(15)，所述横向加劲板(15)为沿横向延伸的竖置平板结构，所述横向加劲板(15)为多个且沿纵向间隔开设置，所述横向加劲板(15)位于所述顶板(11)与所述底板(12)之间，且设于所述腹板(13)的靠近所述导向板(21)的一侧，所述横向加劲板(15)的横向一端与所述腹板(13)焊接相连。
  21. 根据权利要求1-20中任一项所述的轨道梁单体(100)，其中，还包括：
    限位结构(3)，所述限位结构(3)设于所述顶板(11)的顶面且与所述顶板(11)之间限定出顶部敞开的槽体(31)，或者所述限位结构(3)设于所述底板(12)的顶面且与所述底板(12)之间限定出顶部敞开的槽体(31)；和
    铺装结构(4)，所述铺装结构(4)铺装于所述槽体(31)。
  22. 根据权利要求21所述的轨道梁单体(100)，其中，所述限位结构(3)包括两个限位板(32)，两个所述限位板(32)分别为沿纵向延伸的竖置平板且沿横向间隔开，所述槽体(31)形成在两个所述限位板(32)之间。
  23. 一种轨道梁(1000)，其中，包括横梁组件和根据权利要求1-22中任一项所述的轨道梁单体(100)，所述轨道梁单体(100)为两个且沿横向间隔开，所述横梁组件连接在两个所述轨道梁单体之间。
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