CN209162549U - A kind of beam-rail integration medium-and low-speed maglev track girder - Google Patents
A kind of beam-rail integration medium-and low-speed maglev track girder Download PDFInfo
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- CN209162549U CN209162549U CN201821669742.3U CN201821669742U CN209162549U CN 209162549 U CN209162549 U CN 209162549U CN 201821669742 U CN201821669742 U CN 201821669742U CN 209162549 U CN209162549 U CN 209162549U
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Abstract
The utility model discloses a kind of beam-rail integration medium-and low-speed maglev track girders, including beams of concrete (1), F rail (2) and attachment device, the attachment device includes bolt (3), the first connector (6), the second connector (7) and WELDING STUDS (8), along track girder length direction, multiple stiffened panels (9) are equipped with close to F rail (2) the side array in the T-type connection structure.The beam of the utility model-rail integration medium-and low-speed maglev track girder, eliminate the structures such as gooseneck, fastener, plummer and the support of existing medium-and low-speed maglev track girder, greatly reduce the height of entire track beam structure, the load such as the body movement that F rail bearing is received directly pass through beam-rail integral structure transmitting, furthermore, lateral shear active force caused by directly bearing to tilt as track in superrelation on curve Duan Liang-rail integral structure, the transmission efficiency of power between rail-beam is not only increased, and effectively prevent load effect to lead to structure failure between rail-beam.
Description
Technical Field
The utility model belongs to the technical field of magnetic levitation track traffic, more specifically relates to a low-speed magnetic levitation track roof beam in roof beam-rail integration.
Background
The medium-low speed magnetic levitation transportation is a novel rail transportation mode which is optimized and innovated on the basis of the traditional railway technology after the traditional railway technology is developed for more than one hundred years. The medium-low speed magnetic levitation traffic has the advantages of low noise, low vibration, low radiation, low cost, strong climbing capability, small turning radius and the like, not only saves a large amount of land resources, but also provides a new choice for the development of urban traffic, which is safe, reliable, energy-saving and environment-friendly, and is a new development direction in the field of urban traffic. In recent years, great results are obtained in theoretical research and engineering application of medium-low speed magnetic levitation transportation at home and abroad, and important technical support is provided for promoting the application of the medium-low speed magnetic levitation transportation.
The magnetic suspension traffic system is a novel ground passenger traffic system, and is obviously different from the traditional wheel-rail traffic system in that a vehicle body is suspended above a track by virtue of suspension force, and a walking part of the vehicle body is not in contact with the track. The propulsion generated by the linear induction motor travels on the track. The medium-low speed magnetic levitation track traffic adopts a normal conducting electromagnet suction type levitation and guiding technology, and realizes the levitation and guiding of the vehicle through the electromagnetic attraction between the U-shaped electromagnet on the vehicle levitation frame and the F-shaped steel track. At present, a medium-low speed magnetic levitation bridge structure and a track structure are divided into two parts, the track structure is laid above a concrete bridge, the bridge structure is constructed firstly, and then the track structure is constructed on the bridge.
At present, a medium-low speed magnetic levitation track beam comprises a bridge structure and a track structure, as shown in fig. 1 and 2, an F-shaped track 2 is installed on a steel cross beam 10 through a fastener, the steel cross beam 10 is connected with a bearing platform 10 through a support, and the bearing platform 10 is connected with a concrete beam 1, so that the magnetic levitation track beam structure is formed. The low-speed magnetic suspension bridge in the prior art has a plurality of problems: (1) the height of the track structure is large, the structure height is increased on a bridge and a roadbed, the section of the tunnel is increased in the tunnel, the load acting distance between the track and the beam is increased, and particularly under the condition that the curve is ultrahigh as shown in fig. 2, the support structure not only transmits the gravity load of a vehicle and the track, but also bears the action of transverse shearing force, so that faults are easily generated between a steel cross beam and a bearing platform and between an F rail and a fastener, and the safety and the reliability of the track beam structure are influenced; (2) the track structure is complex in structure, comprises an F track, a steel cross beam, a fastener, a track bearing platform and a mechanical connecting device thereof, and has high installation difficulty and high manufacturing cost; (3) the second-stage load of the track structure is large, so that the engineering quantity of the bridge structure is large; (4) when the bridge structure is designed, the rigidity and the strength provided by the track structure are not generally considered, and materials are wasted; (5) the F rail is positioned on a steel cross beam support with larger intervals, and under the action of vehicle load, the F rail generates continuous vertical bending deformation to cause short wave irregularity of a rail surface.
SUMMERY OF THE UTILITY MODEL
To the above defect or improvement demand of prior art, the utility model provides a low-speed magnetism floats track roof beam in roof beam-rail integration, a purpose thereof, the steel crossbeam of current low-speed magnetism floats track roof beam in the cancellation, the fastener, plummer and support isotructure, reduce the height of whole track roof beam structure, load such as the automobile body motion that the F rail bore is directly through the transmission of lintel-rail integration structure, in addition, the horizontal shearing effort that causes because the track slope is directly born to the superelevation section roof beam-rail integration structure of curve, the transmission efficiency of power between rail-roof beam has not only been improved, and effectively avoided the load effect to lead to the structural failure between rail-roof beam.
In order to achieve the purpose, the utility model provides a beam-rail integrated medium-low speed magnetic levitation track beam, which comprises a concrete beam, an F rail and a connecting device arranged between the F rail and the concrete beam, wherein the connecting device comprises a bolt, a first connecting piece, a second connecting piece and a shear nail; wherein,
the second connecting pieces are symmetrically arranged on two sides of the top of the concrete beam and are positioned between the F rail and the top of the concrete beam, one side of each second connecting piece is fixedly welded with the shear nails to realize the connection between the second connecting piece and the top of the concrete beam, and the other side of each second connecting piece is provided with threads for realizing the detachable connection between the F rail and the second connecting piece through the bolts;
the first connecting pieces are symmetrically arranged on two sides of the concrete beam, the tops of the first connecting pieces are perpendicular to the second connecting pieces so as to form a T-shaped connecting structure with the second connecting pieces, and the first connecting pieces and the shear nails are welded and fixed to realize fixed connection between the first connecting pieces and the concrete beam; and
and a plurality of stiffened plates are arranged on one side of the T-shaped connecting structure close to the F rail in an array manner along the length direction of the rail beam, and the stiffened plates are just clamped at the root of the teeth of the F rail to form a support for a connecting device, so that the beam-rail integrated medium-low speed magnetic levitation rail beam is formed.
Furthermore, a height-adjusting base plate is arranged between the F rail and the second connecting piece, and the height-adjusting base plate is different in thickness to adapt to the requirement of adjusting the height of the rail surface, so that the smoothness of the rail is adjusted.
Furthermore, the top of the concrete beam is in a plane linear type or a curve ultrahigh type, and the first connecting piece and the second connecting piece are always tightly attached to the surface of the inclined plane of the concrete beam through the shear nails.
Furthermore, the shear nails are uniformly arranged along the first connecting piece and the second connecting piece or are intensively arranged at intervals according to the stress requirement, and the first connecting piece is matched with the second connecting piece.
Further, the first connecting piece and the second connecting piece are arranged continuously along the longitudinal direction of the concrete beam, or one first connecting piece and one second connecting piece are arranged at a certain distance along the longitudinal direction of the concrete beam.
Furthermore, the first connecting piece, the second connecting piece and the stiffened plate are welded into an integral structure.
Further, bolt holes or through holes are formed in the ends of the F rail, the heightening base plate and the second connecting piece, and the hole diameter of each bolt hole or through hole is larger than the diameter of each bolt.
Further, the bolt holes or the through holes are circular or long circular and are used for fixedly connecting the F rail, the height-adjusting base plate and the second connecting piece through the second connecting piece.
Furthermore, an inclination adjusting device is arranged at the bottom of the concrete beam and used for adaptively adjusting the inclination angle of the concrete beam according to the inclination angle of the actual curve.
Further, the cross section of the concrete beam is a square cross section, an airfoil cross section, an I-shaped cross section, a T-shaped cross section or a trapezoidal cross section.
Generally, through the utility model discloses above technical scheme who conceives compares with prior art, can gain following beneficial effect:
(1) the utility model discloses a roof beam-rail integration medium-low speed magnetism floats track roof beam has cancelled the steel crossbeam, fastener, plummer and the support isotructure that current medium-low speed magnetism floats the track roof beam, greatly reduced whole track roof beam structure's height, the direct connection of load such as the automobile body motion that the F rail bore is through roof beam-rail integrated structure transmission, in addition, the horizontal shearing effort that causes owing to the track slope is directly born to roof beam-rail integrated structure at curve superelevation section roof beam-rail integrated structure, not only improved the transmission efficiency of power between rail-roof beam, and effectively avoided the load effect to lead to structural failure between rail-roof beam.
(2) The utility model discloses a low-speed magnetism floats track roof beam in roof beam-rail integration, the roof beam top of concrete beam is unchangeable, sets up gradient adjusting device in its bottom, can be according to the inclination of actual bend through this gradient adjusting device, the inclination of self-adaptation regulation concrete beam not only can realize multi-angle self-adaptation regulation, adjusts the precision height, the bend angle control range who is suitable for is wide, and need not change the structural style of concrete beam moreover, the save material quantity, the construction is simple and convenient, has reduced the engineering investment, concrete great engineering using value.
(3) The utility model discloses a low-speed magnetism floats track roof beam in roof beam-rail integration, with vertical steel sheet, horizontal steel sheet and stiffener through the welding the shear force nail on vertical steel sheet, horizontal steel sheet realize with concrete beam's fixed connection, form steel-concrete integrated configuration, the F rail supports in succession on concrete beam, the vertical deformation that the F rail produced under the vehicle load effect is littleer, the F rail anchor bolt also can undertake bigger horizontal shear simultaneously, the track ride comfort is better.
(4) The utility model discloses a low-speed magnetism floats track roof beam in roof beam-rail integration, F rail stretch the arm through pre-buried steel construction in the bridge and directly link as an organic wholely with the bridge construction, form steel-concrete integrated configuration, the bridge links as an organic wholely with the track, the combination atress, and structural atress performance is better.
Drawings
FIG. 1 is a cross-sectional view of a middle-low speed magnetic levitation plane linear section bridge and a track arrangement in the prior art;
FIG. 2 is a cross-sectional view of a middle-low speed magnetic levitation curve ultra-high section bridge and track arrangement in the prior art;
fig. 3 is a cross-sectional view of a planar linear beam-rail integrated medium-low speed magnetic levitation track beam in embodiment 1 of the present invention;
fig. 4 is a cross sectional view of a curved ultra-high section beam-rail integrated medium-low speed magnetic levitation track beam in embodiment 2 of the present invention;
fig. 5 is a cross sectional view of a curved ultra-high section beam-rail integrated medium-low speed magnetic levitation track beam of the embodiment 2 of the present invention;
FIG. 6 is a partial enlarged view of region A in FIG. 3;
FIG. 7 is a schematic cross-sectional view taken along section 2-2 of FIG. 6;
fig. 8 is a schematic cross-sectional view taken along section 3-3 of fig. 6.
In all the figures, the same reference numerals denote the same features, in particular: the concrete beam-height-adjustable steel beam-concrete combined structure comprises a concrete beam 1, a concrete beam 2, a steel rail F2, a bolt 3, a height-adjustable base plate 5, a first connecting piece 6, a second connecting piece 7, a shear nail 8, a stiffened plate 9, a bearing platform 10, a steel beam 11 and a gradient adjusting device 12.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention. Furthermore, the technical features mentioned in the embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.
Aiming at a series of problems of the low-speed magnetic floating track beam structure in the prior art, the utility model provides a low-speed magnetic floating track beam with beam-rail integration, which is symmetrically provided with a beam-rail integration structure at the top of a concrete beam. The beam-rail integrated structure comprises an F rail and a connecting device, wherein the connecting device can be diversified, for example, a bidirectional component parallel to the top of the concrete beam and perpendicular to the top of the concrete beam or a structural member embedded in the top of the concrete beam is arranged, and a matched component or other connecting structures are arranged on one side of the F rail. The F rail is connected with the concrete beam through a connecting device, so that a beam-integrated medium-low speed magnetic levitation rail beam is formed. Through the beam-rail integrated structure, the structures such as a steel beam, a fastener, a bearing platform, a support and the like of the conventional medium-low speed magnetic floating rail beam are eliminated, the height of the whole rail beam structure is greatly reduced, the load such as vehicle body motion borne by the F rail is directly transmitted through the beam-rail integrated structure, in addition, the transverse shearing acting force caused by rail inclination is directly borne by the beam-rail integrated structure at the curve ultrahigh section, the transmission efficiency of the force between the rail and the beam is improved, and the structural fault between the rail and the beam caused by the load action is effectively avoided. In addition, compared with the prior art, components such as steel cross beams, fasteners, bearing tables, supports and the like are omitted, the structural structure is simpler, the structural height from the rail surface to the bridge floor is effectively reduced, the construction procedures are fewer, the steel bars of the bearing tables do not need to be reserved on the top plate of the bridge, the construction process is simpler, and meanwhile, the construction cost is lower.
Particularly, the utility model provides two kinds of common embodiments in order to illustrate the technical scheme of the utility model. Fig. 3 to 5 are cross-sectional views of a beam-rail integrated bridge structure according to embodiment 1 of the present invention; fig. 6 is a partially enlarged view of the area a in fig. 3. As can be seen from fig. 3 to 6, the beam-rail integrated medium-low speed magnetic levitation rail beam comprises a concrete beam 1, an F-rail 2 and a connecting device, wherein the connecting device comprises a bolt 3, a first connecting piece 6, a second connecting piece 7, a shear pin 8 and a stiffened plate 9. The top of the concrete beam 1 is symmetrically provided with second connecting pieces 7 which extend out of a certain length, meanwhile, the two sides of the top of the concrete beam 1 are symmetrically provided with first connecting pieces 6, the upper parts of the first connecting pieces 6 are tightly attached to the second connecting pieces 7, T-shaped welding structure parts formed by the second connecting pieces 7 and the first connecting pieces 6 are provided with reinforcing plates 9, and the reinforcing plates 9 are arranged at certain intervals along the longitudinal direction of the bridge according to structural stress requirements. Preferably, a height-adjusting base plate 5 is arranged between the F rail 2 and the second connecting piece 7, and the height-adjusting base plate 5 can be made into different thicknesses to adapt to the requirement of adjusting the rail surface elevation and adjust the smoothness of the rail. The end sections of the F rail 2, the heightening base plate 5 and the second connecting piece 7 are provided with bolt holes, and the F rail 2, the heightening base plate 5 and the second connecting piece 7 are fixedly connected through bolts 3. After the first connecting piece 6, the second connecting piece 7 and the stiffened plate 9 are welded into a whole, the first connecting piece 6 and the second connecting piece 7 are fixedly connected with the concrete beam 1 through the shear nails 8 welded on the first connecting piece 6 and the second connecting piece 7, so that a steel-concrete combined structure is formed.
Further, FIG. 7 is a schematic cross-sectional view taken along line 2-2 of FIG. 6, and FIG. 8 is a schematic cross-sectional view taken along line 3-3 of FIG. 6; with reference to fig. 6 to 8, the bolts 3 are uniformly arranged along the second connecting member 7 or are arranged at a certain interval in a concentrated manner according to the stress requirement. The shear nails 8 are uniformly arranged along the first connecting piece 6 and the second connecting piece 7 or are arranged at intervals in a concentrated manner according to the stress requirement. In addition, F rail 2 is located the great steel crossbeam 11 in interval among the prior art of figure 1, and under the vehicle load effect, continuous vertical bending deformation takes place for F rail 2, causes the not smooth-going of shortwave of rail face easily, and the utility model discloses a F rail 2 supports on concrete beam 1 in succession, and the vertical deformation that F rail 2 produced under the vehicle load effect is littleer, and F rail 2 anchor bolt also can undertake bigger horizontal shear simultaneously, and the track ride comfort is better.
Preferably, the bolt holes may be circular or oblong. The hole diameter of the bolt hole is slightly larger than the diameter of the bolt, so that the F-shaped track gauge can be adjusted.
Preferably, the first connecting member 6 and the second connecting member 7 may be continuous in the longitudinal direction of the concrete beam 1, or one first connecting member 6 and one second connecting member 7 may be arranged at regular intervals in the longitudinal direction of the concrete beam 1.
Preferably, the cross section of the concrete beam 1 is not limited to the cross sectional form in the drawings, but may be other cross sections such as an i-shaped cross section, a T-shaped cross section, a trapezoidal cross section, and the like.
Preferably, in fig. 3, in a plane straight line section of the medium-low speed magnetic levitation track, the beam top of the concrete beam 1 is a horizontal plane, the first connecting piece 6 is vertically arranged, the second connecting piece 7 is horizontally arranged, and the stiffened plate 9 is vertically arranged with the first connecting piece 6 and the second connecting piece 7; and figure 4 and figure 5 are the utility model discloses the cross sectional view of low-speed magnetic levitation track roof beam in curve superelevation section roof beam-rail integration, as shown in figure 4, concrete beam 1's roof beam top is the inclined plane, and the inclined plane can set up also to the right side to the left side, and first connecting piece 6 second connecting piece 7 closely laminates with concrete beam 1 inclined plane surface all the time through shear force nail 8, and first connecting piece 6 second connecting piece 7 realizes matching completely to weld into whole with stiffened plate 9 all the time.
Preferably, as shown in fig. 5, in order to adapt to the curve change of the medium-low speed magnetic levitation track beam, the track beam needs to be designed to have an ultrahigh curve, and at the end of the ultrahigh curve, the track is generally designed to have a structure form with an outer part higher than the inner part lower than the outer part, and a component force towards the inner side of the curve due to the self weight of the maglev train is used as a centripetal force when the maglev train passes through the curve, so that the train can turn safely. In order to realize the curve superelevation design of the track beam, an improved design scheme shown in fig. 5 can be adopted, namely the beam top of the concrete beam 1 is unchanged, the inclination adjusting device 13 is arranged at the bottom of the track beam, and the inclination angle of the concrete beam 1 can be adaptively adjusted according to the actual inclination angle of the curve by the inclination adjusting device, so that the multi-angle adaptive adjustment can be realized, the adjustment precision is high, the applicable curve angle adjustment range is wide, the structural form of the concrete beam 1 does not need to be changed, the material consumption is saved, the construction is simple and convenient, the engineering investment is reduced, and the concrete engineering application value is greater.
It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the scope of the present invention.
Claims (10)
1. A beam-rail integrated medium-low speed magnetic levitation track beam comprises a concrete beam (1) and an F rail (2), and is characterized by further comprising a connecting device arranged between the F rail (2) and the concrete beam (1), wherein the connecting device comprises a bolt (3), a first connecting piece (6), a second connecting piece (7) and a shear nail (8); wherein,
the second connecting pieces (7) are symmetrically arranged on two sides of the top of the concrete beam (1) and are positioned between the F rail (2) and the top of the concrete beam (1), one side of each second connecting piece is welded and fixed with the shear nails (8) to realize the connection between the second connecting piece and the top of the concrete beam (1), and the other side of each second connecting piece is provided with threads for realizing the detachable connection between the F rail (2) and the second connecting pieces (7) through the bolts (3);
the first connecting pieces (6) are symmetrically arranged on two sides of the concrete beam (1), the tops of the first connecting pieces are perpendicular to the second connecting pieces (7) to form a T-shaped connecting structure with the second connecting pieces (7), and the first connecting pieces (6) and the shear nails (8) are welded and fixed to achieve fixed connection between the first connecting pieces and the concrete beam (1); and
and a plurality of stiffened plates (9) are arranged on one side of the T-shaped connecting structure close to the F rail (2) in an array manner along the length direction of the rail beam, and the stiffened plates (9) are just clamped at the root of the teeth of the F rail (2) to form a support for a connecting device, so that the beam-rail integrated medium-low speed magnetic levitation rail beam is formed.
2. The beam-rail integrated medium-low speed magnetic levitation track beam as claimed in claim 1, wherein a heightening base plate (5) is arranged between the F rail (2) and the second connecting member (7), and the heightening base plate (5) has different thicknesses to adapt to the requirement of adjusting the elevation of the rail surface, thereby adjusting the smoothness of the track.
3. The beam-rail integrated medium-low speed magnetic levitation track beam as claimed in claim 1, wherein the top of the concrete beam (1) is in a plane straight line type or a curve super high type, and the first connecting member (6) and the second connecting member (7) are always tightly attached to the inclined surface of the concrete beam (1) through shear nails (8).
4. The beam-rail integrated medium-low speed magnetic levitation track beam as claimed in any one of claims 1-3, wherein the shear nails (8) are uniformly arranged along the first connecting piece (6) and the second connecting piece (7) or are intensively arranged at intervals according to the stress requirement, and the first connecting piece (6) and the second connecting piece (7) are matched.
5. A beam-rail integrated medium low speed magnetic levitation track beam as claimed in any one of claims 1 to 3, wherein the first connecting member (6) and the second connecting member (7) are provided continuously along the longitudinal direction of the concrete beam (1), or one first connecting member (6) and one second connecting member (7) are provided at regular intervals along the longitudinal direction of the concrete beam (1).
6. The beam-rail integrated medium-low speed magnetic levitation track beam as claimed in any one of claims 1-3, wherein the first connecting member (6), the second connecting member (7) and the stiffened plate (9) are welded into an integral structure.
7. The integrated middle-low speed magnetic levitation track beam as claimed in any one of claims 1-3, wherein the ends of the F-shaped rail (2), the heightening base plate (5) and the second connecting member (7) are provided with bolt holes or through holes, and the diameter of the bolt holes or through holes is larger than that of the bolt (3).
8. The beam-rail integrated medium-low speed magnetic floating rail beam as claimed in claim 7, wherein the bolt holes or through holes are circular or oblong for fixedly connecting the F rail (2), the heightening base plate (5) and the second connecting member (7) through the second connecting member.
9. A beam-rail integrated medium-low speed magnetic levitation track beam as claimed in any one of claims 1-3, wherein an inclination adjusting device (12) is provided at the bottom of the concrete beam (1) for adaptively adjusting the inclination angle of the concrete beam (1) according to the inclination angle of the actual curve.
10. The beam-rail integrated medium-low speed magnetic levitation track beam as claimed in any one of claims 1-3, wherein the cross section of the concrete beam (1) is a rectangular cross section, an airfoil cross section, an I-shaped cross section, a T-shaped cross section or a trapezoidal cross section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201821669742.3U CN209162549U (en) | 2018-10-15 | 2018-10-15 | A kind of beam-rail integration medium-and low-speed maglev track girder |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201821669742.3U CN209162549U (en) | 2018-10-15 | 2018-10-15 | A kind of beam-rail integration medium-and low-speed maglev track girder |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109235167A (en) * | 2018-10-15 | 2019-01-18 | 中铁磁浮交通投资建设有限公司 | A kind of beam-rail integration medium-and low-speed maglev track girder |
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2018
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109235167A (en) * | 2018-10-15 | 2019-01-18 | 中铁磁浮交通投资建设有限公司 | A kind of beam-rail integration medium-and low-speed maglev track girder |
| CN109235167B (en) * | 2018-10-15 | 2024-05-17 | 中铁磁浮交通投资建设有限公司 | Beam-rail integrated middle-low speed magnetic levitation track beam |
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