CN211340225U - Track beam - Google Patents
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- CN211340225U CN211340225U CN201921859165.9U CN201921859165U CN211340225U CN 211340225 U CN211340225 U CN 211340225U CN 201921859165 U CN201921859165 U CN 201921859165U CN 211340225 U CN211340225 U CN 211340225U
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Abstract
The application discloses track beam, including two first I-beams of parallel arrangement, each a homogeneous correspondence fixedly connected with concrete layer on the top flange of first I-beam, each concrete layer is followed the length direction of first I-beam extends, each the upper surface on concrete layer all is provided with the running surface, each the running surface is followed the length direction of first I-beam extends, and each the running surface is located the coplanar. Above-mentioned scheme adopts first I-beam than box beam, has reduced cost and technology complexity. In addition, because the concrete layer is formed on the first I-shaped beam, the top surface of the concrete layer is used as a walking surface, and the problem of skidding of the vehicle in the walking process can be overcome by the friction force between the vehicle and the walking surface.
Description
Technical Field
The utility model relates to a track roof beam traffic technical field, concretely relates to track roof beam.
Background
In the existing rail transit, a box-type rail beam is generally adopted, and due to the characteristics of the structure of the box-type rail beam, the manufacturing cost is high, and the process is complex. And the vehicle directly walks on the steel plate forming the box-shaped track beam, so that the vehicle is easy to slip.
SUMMERY OF THE UTILITY MODEL
In view of the above-mentioned defects or shortcomings in the prior art, it is desirable to provide a track beam for solving the problems of high cost, complex construction process and easy occurrence of vehicle walking and slipping of the existing box-type track beam.
The utility model provides a track beam, including two first I-beams of parallel arrangement, each a homogeneous one corresponds fixedly connected with concrete layer, each on the top flange of first I-beam concrete layer is followed the length direction of first I-beam extends, each the upper surface on concrete layer all is provided with walking surface, each the walking surface is followed the length direction of first I-beam extends, and each the walking surface is located the coplanar.
Furthermore, the opposite side surfaces of the two concrete layers are respectively provided with a guide surface, the guide surface on one concrete layer is parallel to the guide surface on the other concrete layer, and the length extension direction of the guide surface is parallel to the advancing path of the walking surface.
Furthermore, each concrete layer is provided with an anti-rollover flange for preventing the rail vehicle from rolling over, the anti-rollover flanges are arranged on the opposite side faces of the two concrete layers, and the length extending direction of the anti-rollover flanges is parallel to the advancing path of the walking surface.
Further, each of the rollover prevention flanges is located above the guide surface.
Furthermore, at least one cross beam is fixedly connected between the two first I-shaped beams.
Furthermore, a support piece is fixedly connected to the cross beam, and an evacuation channel is defined by the upper space of the support piece.
Further, the cross beam is a second I-shaped beam;
a first stiffening rib is welded between the upper flange of the first I-beam and the upper flange of the second I-beam, the first stiffening rib and the web of the second I-beam are positioned on the same plane, and the first stiffening rib is at least welded with the web of the first I-beam; and/or the presence of a gas in the gas,
the lower flange of first I-beam with the welding has the second stiffening rib between the lower flange of second I-beam, the second stiffening rib with the web of second I-beam is located the coplanar, just the second stiffening rib at least with the web welding of first I-beam.
Furthermore, a third stiffening rib is welded between the upper flange and the lower flange of the first I-shaped beam, and the third stiffening rib is at least welded with the web of the first I-shaped beam.
Further, the cross beam is a second I-shaped beam;
at least one layer of fourth stiffening rib is welded between the third stiffening rib and the web of the first I-shaped beam, the fourth stiffening rib and the second I-shaped beam are arranged on two sides of the web of the first I-shaped beam, and at least one layer of fourth stiffening rib and one of the upper flange and the lower flange corresponding to the second I-shaped beam are located on the same plane.
Furthermore, the upper flange of the first I-shaped beam is fixedly connected with a stud, the stud is fixed on the concrete layer, and the top of the stud is lower than the walking surface.
According to the scheme provided by the application, the first I-shaped beam is adopted, so that the manufacturing cost and the process complexity are reduced compared with a box-shaped beam. In addition, because the concrete layer is formed on the top flange of the first I-shaped beam, the top surface of the concrete layer is used as a walking surface, the friction force between the vehicle and the walking surface can be increased, and the problem of skidding of the vehicle in the walking process is solved.
Drawings
Other features, objects and advantages of the present application will become more apparent upon reading of the following detailed description of non-limiting embodiments thereof, made with reference to the accompanying drawings in which:
fig. 1 is a top view of a track beam according to an embodiment of the present invention;
FIG. 2 is a cross-sectional view A-A of FIG. 1;
FIG. 3 is a right side view of FIG. 1;
fig. 4 is a usage state diagram of the track beam provided by the embodiment of the present invention;
FIG. 5 is a partial enlarged view I of FIG. 4;
fig. 6 is a perspective view of a track beam according to an embodiment of the present invention;
fig. 7 is a perspective view of a track beam according to another embodiment of the present invention;
fig. 8 is a perspective view of a track beam according to another embodiment of the present invention;
fig. 9 is a perspective view of a track beam according to another embodiment of the present invention.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and are not limiting of the invention. It should be noted that, for convenience of description, only the portions related to the present invention are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 1-3, the embodiment of the utility model provides a track beam, including two first i-beams 1 of parallel arrangement, a homogeneous correspondence fixedly connected with concrete layer 5 on the top flange edge of each first i-beam 1, each concrete layer extends along the length direction of first i-beam, and each concrete layer 5's upper surface all is provided with walking face 2, and each walking face extends along the length direction of first i-beam, and each walking face 2 is located the coplanar.
The first i-beam 1 is used as a supporting structure, concrete is poured on the upper surface of the upper flange of the first i-beam to form a concrete layer 5, and the upper surface of the concrete layer 5 is used as a running surface 2 for the rail vehicle 13 to run on, as shown in fig. 4.
The two first i-beams 1 are parallel to each other, and an independent concrete layer 5 is formed on the top flange of each first i-beam 1 by casting, that is, two concrete layers 5 are formed on the two first i-beams 1, namely, the top flanges of the two first i-beams 1 are fixedly connected with the concrete layers 5 in a one-to-one correspondence manner.
Referring to fig. 4, fig. 4 is a usage state diagram of a track beam on which a track vehicle 13 runs, wherein a left wheel 14 of the track vehicle 13 is rolled on the running surface 2 of the concrete layer 5 of the left first i-beam 1, a right wheel 14 is rolled on the running surface 2 of the concrete layer 5 of the right first i-beam 1, and when the track vehicle 13 runs, the wheels 14 rotate to drive the track vehicle 13 to move along the running path of the running surface 2. The traveling path coincides with the length direction of the first i-beam 1.
The first i-beam 1 is for example, but not limited to, an i-steel. The I-steel can adopt I-steel with a symmetrical structure or I-steel with an eccentric structure and the like. The i-beam with the symmetrical structure means that the upper flange and the lower flange of the i-beam are respectively symmetrical left and right relative to the web plate of the i-beam, and the first i-beam 1 shown in fig. 2 is the i-beam with the symmetrical structure. The i-beam with the eccentric structure means that the upper flange and/or the lower flange of the i-beam are/is asymmetric left and right relative to the web plate of the i-beam, and the first i-beam 1 shown in fig. 4 is the i-beam with the eccentric structure. The I-steel with the eccentric structure is adopted to enable the web to deviate from the central line of the flange plate, the assembling space is increased for the arrangement of the stiffening ribs, the welding operation is more convenient, the product quality is improved, meanwhile, the welding work is greatly reduced, the processing difficulty is small, the field assembling construction difficulty is small, the quality is easy to guarantee, the precision is high, and the method is safe, reliable and durable, and the stiffening ribs are arranged on the I-steel with the eccentric structure.
The track beam can be used for pouring the retarded concrete on the upper flange of the first I-shaped beam 1 to form the concrete layer 5 in a factory, and can also be used for pouring the retarded concrete on the upper flange of the first I-shaped beam 1 to form the concrete layer 5 in a construction site.
In addition, because the box-type track beam is internally provided with a relatively closed space, when a worker welds the transverse stiffening rib and the longitudinal stiffening rib in the box-type track beam, the working environment of the worker is relatively severe due to the limitation of the space, and the box-type track beam is not suitable for the development requirement of the next generation of track traffic-a vehicle of a Yunba. According to the scheme, the first I-beam 1 is adopted, the manufacturing cost and the process complexity are reduced compared with a box-shaped beam, the first I-beam 1 belongs to an open structure, when the auxiliary structure for welding the first I-beam 1 is needed, the operation is carried out outside the first I-beam 1, and the problem that the working environment of workers is relatively severe when transverse and longitudinal stiffening ribs are welded in the box-shaped track beam is solved. In addition, because the concrete layer 5 is formed on the first I-shaped beam 1, and the top surface of the concrete layer 5 is used as the walking surface 2, the friction force between the rail vehicle 13 and the walking surface 2 can be increased, and the problem of skidding of the vehicle in the walking process is solved.
Further, referring to fig. 4 and 5, in order to prevent the railway vehicle 13 from derailing, guide surfaces 4 are formed on the opposite sides of the two concrete layers 5, the guide surface 4 on one concrete layer 5 and the guide surface 4 on the other concrete layer 5 are parallel to each other, and the longitudinal extension direction of the guide surface 4 is parallel to the traveling path of the traveling surface 2.
The travel path here refers to a path along which the railway vehicle 13 travels on the track beam.
The guide surface 4 may be a side surface of the concrete layer 5, or may be a side surface of a metal plate, such as, but not limited to, a side surface of a steel plate, which is connected to the side surface of the concrete layer 5. The guide surface 4 generally requires a certain flatness to ensure the running stability of the rail vehicle 13.
As one of the realizations, on the chassis of the rail vehicle 13, guide wheel mounting shafts 15 are respectively arranged on the left side and the right side along the traveling direction of the rail vehicle 13, the guide wheel mounting shafts 15 are vertically arranged, a guide wheel 16 is rotatably connected to the end of the lower part of each guide wheel mounting shaft 15, the guide wheels 16 on the left side and the right side are respectively matched with the corresponding guide surfaces 4, namely, the guide wheel 16 on the left side is pressed on the guide surface 4 on the left side, the guide wheel 16 on the right side is pressed on the guide surface 4 on the right side, the guide wheel 16 on the right side and the guide wheel 16 on the left side and the guide surface 4 on the right side are limited between the guide surfaces 4 on the left side and the right side, under the combined action of the guide wheels 16.
Further, in order to prevent the rail vehicle 13 from turning over, the concrete layers 5 are respectively provided with a rollover prevention flange 3 for preventing the rail vehicle from turning over, the rollover prevention flanges 3 are arranged on the opposite side surfaces of the two concrete layers 5, and the length extension direction of the rollover prevention flanges 3 is parallel to the traveling path of the traveling surface 2. The anti-rollover flange 3 is, for example, but not limited to, a steel plate, an angle iron, or the like embedded in the concrete layer 5, and may protrude from the side surface of the concrete layer 5. The length extension direction of the anti-rollover flange 3 is parallel to the traveling path of the traveling surface 2, so that the anti-rollover flange 3 can prevent the vehicle from rolling over when the vehicle travels to any position under the protection of the anti-rollover flange 3.
For example, the anti-rollover flange 3 is a steel plate embedded in the concrete layer 5, the steel plate is parallel to the walking surface 2, and before the pouring of the retarding soil layer 5, the steel plate can be welded on a steel reinforcement framework for pouring the concrete layer 5, so that the connection strength of the anti-rollover flange 3 and the concrete layer 5 is improved.
The anti-rollover flange 3 can also be made of angle steel, one side of the angle steel is embedded in the concrete layer 5, the other side of the angle steel is parallel to the walking surface 2, and before the slow-setting soil layer 5 is poured, one side of the angle steel embedded in the concrete layer 5 can be welded on a steel reinforcement framework used for pouring the concrete layer 5, so that the connection strength of the anti-rollover flange 3 and the concrete layer 5 is improved. Naturally, the pre-embedded mode may be processed, and other modes may be adopted to arrange the anti-rollover flange 3 for preventing the rail vehicle from rolling over on the concrete layer 5, for example, bolts are pre-embedded in the concrete layer 5, axes of the pre-embedded bolts may be horizontal, one side of the angle steel is provided with a through hole, the through hole is sleeved on the pre-embedded bolts, and the anti-rollover flange 3 is fixed on the concrete layer 5 through nuts screwed with the bolts; or, an expansion bolt mounting hole is formed in the side face of the concrete layer 5, the axis of the expansion bolt mounting hole is horizontally arranged, an expansion bolt is mounted in the expansion bolt mounting hole, one side of each angle steel is provided with a through hole, the through hole is sleeved on the expansion bolt, and the rollover-preventing flange 3 is fixed on the concrete layer 5 through a nut in threaded connection with the expansion bolt.
Specifically, as one of the realizations, on the chassis of the rail vehicle 13, the left and right sides along the traveling direction of the rail vehicle 13 are respectively provided with the guide wheel installation shafts 15, the guide wheel installation shafts 15 are vertically arranged, the tail ends of the lower parts of the guide wheel installation shafts 15 are respectively and rotatably connected with the guide wheels 16, as the anti-rollover flange 3 protrudes out of the side surface of the concrete layer 5, and the guide wheels are pressed on the guide surface 4 on the side surface of the concrete layer 5, that is, in the vertical projection, the guide wheels 16 and the anti-rollover flange 3 are overlapped, and in some extreme cases, when the rail vehicle 13 topples sideways, the anti-rollover flange 3 can block the guide wheels 16 to limit the inclination of the vehicle body and prevent the rail vehicle 13 from rollover.
Besides the guide wheels 16 and the anti-rollover flange 3 can cooperate to prevent the rail vehicle 13 from rolling over, other structures can be adopted, such as but not limited to the anti-rollover hooks arranged at the bottom of the rail vehicle 13, and in some extreme cases, when the rail vehicle 13 rolls over, the anti-rollover flange 3 can block the anti-rollover hooks on the rail vehicle 13 to limit the inclination of the vehicle body and prevent the rail vehicle 13 from rolling over.
Further, each anti-rollover flange 3 is preferably positioned above the guide surface 4 to facilitate the placement of anti-rollover hooks and guides on the rail vehicle 13.
Further, at least one cross beam is fixedly connected between the two first I-shaped beams 1.
Two first I-beams 1 are fixedly connected together through a connecting beam, so that the track beam can be processed in a factory to complete the whole structure, and then is hoisted and spliced on a construction site as a whole to form a whole track, and the beam body connection precision control in the construction is facilitated by adopting the integral hoisting mode.
As shown in fig. 6, the cross beam may be, but is not limited to, an i-beam, which may be referred to as a second i-beam 11. The cross beam can be welded on the web plates of the two first I-shaped beams 1 in a welding mode, namely one end of the cross beam is welded with the web plate of one first I-shaped beam 1, and the other end of the cross beam is welded with the web plate of the other first I-shaped beam 1. Of course, the cross beam can also be made of steel plates or steel pipes. When the steel plate is adopted as the cross beam, the steel plate can be vertically arranged.
Preferably, the cross beam and the first i-beam 1 are made of steel materials with the same steel grade, so as to facilitate welding.
Instead of welding the cross beam directly to the web of the two first i-beams 1, another way of arranging the cross beam between the two first i-beams 1 may be used, as shown in fig. 7, and the cross beam may be arranged between the two first i-beams 1 in a bolt connection manner. As an implementation manner, a connecting rib plate may be welded on the web of the first i-beam 1, and the connecting rib plate is perpendicular to the web of the first i-beam 1. The connecting rib plate can extend from the upper flange position of the first i-beam 1 to the lower flange position of the first i-beam 1, and the connecting rib plate 17 and the first i-beam 1 can be welded and fixed in a full-length welding mode. The cross beam can be made of I-shaped steel, the upper flange and the lower flange on one side of the two ends of the I-shaped steel are subjected to material removal processing, and parts of the I-shaped steel are cut off, so that after installation, a web plate of the I-shaped steel serving as the cross beam can be tightly attached to the connecting rib plate 17, through holes are formed in the upper flange and the lower flange on the other side of the I-shaped steel, the lower flange of the I-shaped steel serving as the cross beam is fixedly connected with the lower flange of the first I-shaped beam 1 through bolts, in addition, the upper flange of the I-shaped steel serving as the cross beam is connected with the connecting rib plate 17 through angle steel 19, two connecting holes are respectively formed in two surfaces of the angle steel 19, one surface of the angle steel is fixedly connected with the upper flange of the I-shaped steel through bolts penetrating through the. By adopting the connection form, the connection can be conveniently carried out on site, and the installation of the beam is not influenced even if the site is in a power-off state.
The connecting ribs 17 may be provided with a plurality of cable through holes 18 to facilitate the arrangement of the cables.
Of course, the i-beam can be replaced by a steel plate, and when the steel plate is adopted, the steel plate is fixed on the connecting rib plate 17 only by welding or bolt connection.
Further, a support member is fixedly connected to the cross beam, and an upper space of the support member defines the evacuation channel 12. The support may be, but is not limited to, a pedal. The evacuation channel 12 can be used not only for evacuation of people in an emergency, but also for maintenance. In addition, the positions of the two sides of the pedal close to the first I-shaped beam 1 can be used for arranging cables to form a cable channel.
Further, the pedal may be a flat plate, a wire mesh or a steel grid.
Further, referring also to fig. 8, the cross beam is a second i-beam 11, and the second i-beam 11 is, for example, but not limited to, an i-beam.
In order to improve the stress performance of the joint of the first I-beam 1 and the second I-beam 11, avoid local damage and increase the overall coordination of the track beam and the local stability of the web plate of the first I-beam 1, a first stiffening rib 7 can be welded between the upper flange of the first I-beam 1 and the upper flange of the second I-beam 11, namely the top of the first stiffening rib 7 is welded with the upper flange of the first I-beam 1, and the bottom of the first stiffening rib is welded with the upper flange of the second I-beam 11; the web plates of the first stiffening rib 7 and the second I-shaped beam 11 are positioned on the same plane, and the first stiffening rib 7 is welded with the web plate of the first I-shaped beam 1.
Of course, the first stiffening rib 7 may be welded only to the web of the first i-beam 1, but not simultaneously welded to the upper flanges of the first i-beam 1 and the second i-beam 11, so as to reduce the amount of welding.
A second stiffening rib 10 can be welded between the lower flange of the first i-beam 1 and the lower flange of the second i-beam 11, that is, the bottom of the second stiffening rib 10 is welded with the lower flange of the first i-beam 1, and the top of the second stiffening rib 10 is welded with the lower flange of the second i-beam 11; the web plates of the second stiffening rib 10 and the second I-beam 11 are positioned on the same plane, and the second stiffening rib 10 is welded with the web plate of the first I-beam 1.
Of course, the second stiffening rib 10 may be welded only to the web of the first i-beam 1, but not welded to the lower flanges of the first i-beam 1 and the second i-beam 11 at the same time, so as to reduce the welding amount.
The second stiffener 10 may also be welded not only to the web of the first i-beam 1 but also to one of the lower flanges of the first i-beam 1 and the second i-beam 11. Generally, the second stiffener 10 may be welded to both the web of the first i-beam 1 and the bottom flange of the first i-beam 1, or may not be welded to the bottom flange of the second i-beam 11, so as to reduce the amount of welding.
It should be noted that, at the joint between the first i-beam 1 and the second i-beam 11, only the first stiffening rib 7 may be provided, only the second stiffening rib 10 may be provided, and both the first stiffening rib 7 and the second stiffening rib 10 may be provided. The first stiffening rib 7 and the second stiffening rib 10 are arranged at the joint of the first I-beam 1 and the second I-beam 11, so that the stress performance of the joint can be better improved.
Further, in order to further improve the stress performance of the joint of the first i-beam 1 and the second i-beam 11 and the local stability of the web of the first i-beam 1, a third stiffening rib 8 is welded between the upper flange and the lower flange of the first i-beam 1, namely the top of the third stiffening rib is welded with the upper flange of the first i-beam 1, and the bottom of the third stiffening rib is welded with the lower flange of the first i-beam 1; as one of the implementation manners, the third stiffening rib 8 and the second i-beam 11 may be disposed on two sides of the web of the first i-beam 1, specifically, the third stiffening rib 8 is disposed on the opposite side of the two first i-beams 1, the webs of the third stiffening rib 8 and the second i-beam 11 are disposed on the same plane, and the third stiffening rib 8 is welded to the web of the first i-beam 1.
Of course, the third stiffening rib 8 may be welded only to the web of the first i-beam 1, but not welded to the upper and lower flanges of the first i-beam 1 at the same time, so as to reduce the amount of welding.
The third stiffening rib 8 can also be welded not only to the web of the first i-beam 1 but also to one of the upper and lower flanges of the first i-beam 1. Generally, the third stiffening rib 8 may be welded to both the web of the first i-beam 1 and the upper flange of the first i-beam 1, and may not be welded to the lower flange of the third stiffening rib 8, so as to reduce the amount of welding.
It should be noted that the third stiffening ribs 8 and the second i-beams 11 in the above example are respectively disposed on two sides of the web of the first i-beam 1, but they may also be disposed on the same side of the web of the first i-beam 1 as the second i-beam 11. Under the structure, the first stiffening rib 7, the second stiffening rib 10 and the third stiffening rib 8 are all positioned on the same side of the web plate of the first I-shaped beam 1. Of course, in some embodiments, at least one of the first stiffening rib 7, the second stiffening rib 10 and the third stiffening rib 8 may be provided on the web of the first i-beam 1. For example, but not limited to, the web of the first i-beam 1 is welded with the third stiffening rib 8, and the third stiffening rib 8 and the second i-beam 11 may be located on the same side or opposite sides of the web of the first i-beam 1.
Further, referring to fig. 9, the cross beam is a second i-beam 11, two layers of fourth stiffening ribs 9 are welded between the third stiffening rib 8 and the web of the first i-beam 1, the fourth stiffening ribs 9 and the second i-beam 11 are respectively disposed on two sides of the web of the first i-beam 1, and at least one layer of fourth stiffening ribs 9 may be welded only one layer of fourth stiffening ribs 9 or more than three layers of fourth stiffening ribs 9, each layer of fourth stiffening ribs 9 is located on the same plane as the upper flange and the lower flange corresponding to the second i-beam 11, that is, the upper flanges of one layer of fourth stiffening ribs 9 and the second i-beam 11 are located on the same plane, and the lower flanges of the other layer of fourth stiffening ribs 9 and the second i-beam 11 are located on the same plane.
In this embodiment, the first i-beam 1 is, for example, but not limited to, an i-beam with an eccentric structure, the webs of the two first i-beams 1 are shifted to the outside, and at least, the assembly space for arranging the first stiffening ribs 7 and the second stiffening ribs 10 is increased, so that the welding operation is more convenient, the product quality is improved, in addition, the welding amount for welding the fourth stiffening ribs 9 outside the webs of the first i-beam 1 is at least reduced, the processing difficulty is small, the field assembly construction difficulty is small, the quality is easy to guarantee, and the method is high in precision, safe, reliable and durable. The structural description herein is for illustrative purposes only and is not intended to be the only limitation on the technical solutions and effects of the present invention.
For example, but not limited to, the first stiffener 7, the second stiffener 10, and the third stiffener 8 may be rectangular steel plates, and the fourth stiffener 9 may be a right-angled trapezoidal or right-angled triangular steel plate.
The first stiffening ribs 7, the second stiffening ribs 10 and the third stiffening ribs 8 can be collectively referred to as transverse stiffening ribs, in order to make the web of the first i-beam 1 meet the requirement of local stability, the distance between the transverse stiffening ribs can be determined according to the height of the first i-beam 1 and the thickness of the web thereof, the higher the height of the first i-beam 1 is, the thinner the web thereof is, the more transverse stiffening ribs are arranged and the smaller the distance is, otherwise, the fewer transverse stiffening ribs are arranged and the larger the distance is, and after the transverse stiffening ribs are determined, the second i-beam 11 is arranged at the position corresponding to the transverse stiffening ribs.
Further, in order to improve the reliability of the connection between the concrete layer 5 and the first i-beam 1, a stud 6 is fixedly connected to the upper flange of the first i-beam 1, the stud 6 is fixed to the concrete layer 5, and the top of the stud 6 is lower than the running surface 2, so as to prevent the top of the stud 6 from damaging the wheel.
It will be understood that any reference to the above orientation or positional relationship as indicated by the terms "central," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," etc., is intended to be based on the orientation or positional relationship shown in the drawings and is for convenience in describing and simplifying the invention, and does not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and is therefore not to be considered as limiting. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
The above description is only a preferred embodiment of the application and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the invention herein disclosed is not limited to the particular combination of features described above, but also encompasses other arrangements formed by any combination of features described above or equivalents thereof without departing from the inventive concept. For example, the above features may be replaced with (but not limited to) features having similar functions disclosed in the present application.
Claims (10)
1. The track beam is characterized by comprising two first I-shaped beams which are arranged in parallel, wherein a concrete layer is uniformly and fixedly connected to the upper flange of each first I-shaped beam in a corresponding mode, each concrete layer extends along the length direction of each first I-shaped beam, the upper surface of each concrete layer is provided with a walking surface, each walking surface extends along the length direction of each first I-shaped beam, and each walking surface is located on the same plane.
2. The track beam according to claim 1, wherein the facing sides of the two concrete layers are respectively formed with a guide surface, the guide surface on one of the concrete layers and the guide surface on the other concrete layer are parallel to each other, and the length extension direction of the guide surface is parallel to the traveling path of the running surface.
3. The track beam as claimed in claim 2, wherein each of the concrete layers is provided with an anti-rollover flange for preventing the rolling over of the railway vehicle, the anti-rollover flanges are arranged on opposite sides of the two concrete layers, and the length extension direction of the anti-rollover flanges is parallel to the traveling path of the traveling surface.
4. The track beam defined in claim 3 wherein each said anti-rollover flange is located above said guide surface.
5. The track beam according to claim 1 or 2, wherein at least one cross beam is fixedly connected between the two first i-beams.
6. The track beam according to claim 5, wherein a support is fixedly connected to the cross beam, and an upper space of the support defines an evacuation channel.
7. The track beam of claim 5, wherein the cross beam is a second I-beam;
a first stiffening rib is welded between the upper flange of the first I-beam and the upper flange of the second I-beam, the first stiffening rib and the web of the second I-beam are positioned on the same plane, and the first stiffening rib is at least welded with the web of the first I-beam; and/or the presence of a gas in the gas,
the lower flange of first I-beam with the welding has the second stiffening rib between the lower flange of second I-beam, the second stiffening rib with the web of second I-beam is located the coplanar, just the second stiffening rib at least with the web welding of first I-beam.
8. The track beam according to claim 5, wherein a third stiffening rib is welded between the upper flange and the lower flange of the first I-beam, and the third stiffening rib is welded to at least the web of the first I-beam.
9. The track beam of claim 8, wherein the cross beam is a second i-beam;
at least one layer of fourth stiffening rib is welded between the third stiffening rib and the web of the first I-shaped beam, the fourth stiffening rib and the second I-shaped beam are arranged on two sides of the web of the first I-shaped beam, and at least one layer of fourth stiffening rib and one of the upper flange and the lower flange corresponding to the second I-shaped beam are located on the same plane.
10. The track beam according to claim 1 or 2, wherein the upper flange of the first i-beam is fixedly connected with a stud, the stud is fixed on the concrete layer, and the top of the stud is lower than the walking surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921859165.9U CN211340225U (en) | 2019-10-31 | 2019-10-31 | Track beam |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921859165.9U CN211340225U (en) | 2019-10-31 | 2019-10-31 | Track beam |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112921715A (en) * | 2021-01-20 | 2021-06-08 | 中铁工程设计咨询集团有限公司 | Track beam for rubber-tyred tramcar and construction method thereof |
| CN112921716A (en) * | 2021-01-20 | 2021-06-08 | 中铁工程设计咨询集团有限公司 | Duplex steel rail beam for rubber-tyred tramcars and construction method |
| CN113584962A (en) * | 2021-07-26 | 2021-11-02 | 中铁工程设计咨询集团有限公司 | Rubber-tyred tramcar double-box steel-concrete combined track beam structure and construction method thereof |
| WO2022052914A1 (en) * | 2020-09-08 | 2022-03-17 | 比亚迪股份有限公司 | Track beam unit and track beam |
-
2019
- 2019-10-31 CN CN201921859165.9U patent/CN211340225U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022052914A1 (en) * | 2020-09-08 | 2022-03-17 | 比亚迪股份有限公司 | Track beam unit and track beam |
| CN112921715A (en) * | 2021-01-20 | 2021-06-08 | 中铁工程设计咨询集团有限公司 | Track beam for rubber-tyred tramcar and construction method thereof |
| CN112921716A (en) * | 2021-01-20 | 2021-06-08 | 中铁工程设计咨询集团有限公司 | Duplex steel rail beam for rubber-tyred tramcars and construction method |
| CN113584962A (en) * | 2021-07-26 | 2021-11-02 | 中铁工程设计咨询集团有限公司 | Rubber-tyred tramcar double-box steel-concrete combined track beam structure and construction method thereof |
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