CN212000402U - Medium-low speed magnetic levitation track bearing beam structure - Google Patents
Medium-low speed magnetic levitation track bearing beam structure Download PDFInfo
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- CN212000402U CN212000402U CN202020478050.1U CN202020478050U CN212000402U CN 212000402 U CN212000402 U CN 212000402U CN 202020478050 U CN202020478050 U CN 202020478050U CN 212000402 U CN212000402 U CN 212000402U
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- Prior art keywords
- support rail
- roof beam
- supporting beam
- medium
- low speed
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- 238000005339 levitation Methods 0.000 title claims description 17
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 58
- 238000005452 bending Methods 0.000 claims description 16
- 229910000831 Steel Inorganic materials 0.000 claims description 11
- 239000010959 steel Substances 0.000 claims description 11
- 239000004567 concrete Substances 0.000 claims description 4
- 150000001875 compounds Chemical class 0.000 abstract description 3
- 238000010276 construction Methods 0.000 abstract description 3
- 229910001294 Reinforcing steel Inorganic materials 0.000 description 13
- 239000000725 suspension Substances 0.000 description 3
- 230000005389 magnetism Effects 0.000 description 2
- 239000011150 reinforced concrete Substances 0.000 description 2
- 230000002787 reinforcement Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 239000003643 water by type Substances 0.000 description 1
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Abstract
The utility model relates to a well low-speed maglev track traffic technical field, especially a well low-speed maglev support rail girder construction, including the support rail roof beam, the inside reinforcing bar net that is equipped with of support rail roof beam, support rail roof beam below is equipped with the bed course, be equipped with reinforcing bar net two in the bed course, reinforcing bar net two with reinforcing bar net one is connected through a plurality of connecting pieces. Will through a plurality of the connecting piece will inside reinforcing bar net one of support rail roof beam with inside reinforcing bar net two of bed course link together, and then make support rail roof beam is connected as a whole with the bed course of its below, and then has increased connecting power between support rail roof beam and the road bed has increased the antidumping force system of support rail roof beam effectively strengthens the antidumping ability of support rail roof beam to increased its horizontal, vertical cling compound ability simultaneously, reinforcing support rail roof beam stability, thereby guarantee the safety and the stability of train operation.
Description
Technical Field
The utility model relates to a well low-speed maglev track traffic technical field, especially a well low-speed maglev support rail girder construction.
Background
The medium-low speed magnetic suspension traffic system (generally refers to a magnetic suspension traffic system with the speed per hour less than 160 km/h) has the characteristics of low noise, small vibration, convenience and comfort, low manufacturing cost relative to subways, high freedom degree of route selection and the like. The arrangement mode of the existing medium-low speed magnetic levitation track-bearing beam in a roadbed interval is shown in figure 1, an F rail 2 is installed on a steel cross beam 4 through a fastener, and the steel cross beam 4 is connected with the track-bearing beam 1 through symmetrically arranged supports 3. The utility model discloses a railway track bearing beam, including bearing rail beam 1, its built-in has a reinforcing bar net 11, bearing rail beam 1 below is equipped with bed course 6, bed course 6 also is reinforced concrete structure, bed course 6 waters and buries underground in road bed 5, road bed 5 is the geotechnological structure thing, because prior art's low-speed magnetism floats bearing rail beam 1 with bed course 6 all adopts the prefab, when the installation, bearing rail beam 1 directly places on the bed course 6, so has following problem:
the medium-low speed magnetic levitation bearing rail beam 1 is directly arranged on the cushion layer 6, namely directly arranged on the roadbed 5, and easily causes the bearing rail beam 1 to shake and move under the action of the transverse force of wind load and the centrifugal force during the running of the train, so that the bearing rail beam 1 has a certain overturning risk, and the running stability and safety of the train are further influenced. And the roadbed 5 is formed by filling and compacting the filler, the compacting quality is difficult to guarantee, the roadbed has vulnerability, and in addition, the geological conditions along the track line are complicated and changeable, the roadbed 5 is easy to deform and unevenly settle after construction, so that the stability of the rail bearing beam 1 is poor.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a: aiming at the problems that the stability of a track-bearing beam structure arranged on a roadbed of a geotechnical structure in the prior art is poor and certain overturning risks exist, the medium-low speed magnetic suspension track-bearing beam structure is provided.
In order to realize the purpose, the utility model discloses a technical scheme be:
a medium-low speed magnetic levitation track supporting beam structure comprises a track supporting beam, wherein a first reinforcing steel bar net is arranged inside the track supporting beam, a cushion layer is arranged below the track supporting beam, a second reinforcing steel bar net is arranged in the cushion layer, and the second reinforcing steel bar net is connected with the first reinforcing steel bar net through a plurality of connecting pieces.
And connecting the first reinforcing mesh inside the rail bearing beam and the second reinforcing mesh inside the cushion layer through a plurality of connectors, so that the rail bearing beam and the cushion layer below the rail bearing beam are connected into a whole. Because of the below bed course bury in the road bed, through with being connected of bed course has increased joint force between support rail roof beam and the road bed, increased the antidumping force system of support rail roof beam effectively strengthens the antidumping ability of support rail roof beam to increase its horizontal, vertical cling compound ability simultaneously, reinforcing support rail roof beam stability to guarantee the safety and the stability of train operation.
Preferably, the connecting piece is a portal-shaped reinforcing steel bar, the portal-shaped reinforcing steel bar comprises a transverse line section located in the middle and vertical line sections connected to two sides of the transverse line section, the transverse line section is connected with the first reinforcing mesh, and the lower end of the vertical line section is connected with the second reinforcing mesh.
The transverse line section is connected with the first reinforcing mesh in the rail bearing beam and is bound with or welded with the vertical reinforcing steel bar corresponding to the first reinforcing mesh; the upper part of the vertical line segment is positioned in the rail bearing beam and is bound and connected or welded with the transverse steel bar at the lower end of the rail bearing beam; the lower part of the vertical section is positioned in the cushion layer and is bound and connected with a transverse reinforcing mesh at the upper end in the cushion layer; the depth of the vertical line section anchored to the cushion layer and the rail bearing beam is determined according to the required increased anti-overturning force of the rail bearing beam. The door style of calligraphy reinforcing bar, can effectual increase respectively with reinforcing bar net one reinforcing bar net two's connection scope, and then the reinforcing bar net one with reinforcing bar net two's connection power improves the stability of support rail roof beam just can reduce the reinforcing bar quantity, practices thrift the cost.
Preferably, the lower end of the vertical line section is provided with a bending part.
The bent parts on the vertical line sections are convenient to anchor on the second reinforcing mesh, so that the connecting force of the rail bearing beam and the cushion layer is improved, and the stability of the rail bearing beam is improved.
Preferably, the bending angle of the bending part is 80-130 degrees, so that the second reinforcing mesh is conveniently connected with the second reinforcing mesh through the bending part, and the connecting force is increased.
Preferably, the rail bearing beam and the cushion layer are integrally poured concrete members, so that the stability of the rail bearing beam is improved.
Preferably, the connector comprises at least two rows.
Through at least being in the both sides of support rail roof beam are connected one row respectively the connecting piece, can be better with the support rail roof beam with the bed course is connected, improves the stability of support rail roof beam.
Preferably, each row of the connecting pieces are arranged at intervals along the length direction of the rail supporting beam, the connecting points of the first reinforcing mesh and the second reinforcing mesh are increased, the connecting positions of the rail supporting beam and the cushion layer are further increased, the connecting force is improved, and the stability of the rail supporting beam is improved.
To sum up, owing to adopted above-mentioned technical scheme, the beneficial effects of the utility model are that:
well low-speed magnetism floats rail bearing beam structure, through the connecting piece will inside reinforcing bar net one of rail bearing beam with inside reinforcing bar net two of bed course link together, and then make rail bearing beam is connected as a whole rather than the bed course of below, and then has increased connecting force between rail bearing beam and the road bed has increased the antidumping force system of rail bearing beam effectively strengthens the antidumping ability of rail bearing beam to increased its horizontal, vertical anti-sliding ability simultaneously, strengthened rail bearing beam stability, thereby guarantee the safety and the stability of train operation.
Drawings
FIG. 1 is a schematic view of a prior art arrangement of a rail bearing beam on a subgrade;
FIG. 2 is a schematic view of the structure of the medium-low speed magnetic levitation track supporting beam described in embodiment 1;
FIG. 3 is a schematic view of the structure of the joint member in embodiment 1;
FIG. 4 is a schematic longitudinal section view of the medium-low speed magnetic levitation bearing rail beam structure described in example 1;
fig. 5 is a schematic layout diagram of the structure of the medium-low speed magnetic levitation track supporting beam in embodiment 1.
Icon: 1-a rail-bearing beam; 11-reinforcing mesh I; 2-F rail; 3-support; 4-a steel beam; 5-roadbed; 6-cushion layer; 61-reinforcing mesh II; 7-a connector; 71-horizontal line segment; 72-vertical line segment.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
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.
Example 1
The embodiment provides a medium-low speed magnetic levitation track supporting beam structure, referring to fig. 2, which includes a track supporting beam 1, wherein the track supporting beam 1 is an inverted T-shaped reinforced concrete member, a first reinforcing mesh 11 is arranged inside the track supporting beam 1, a cushion layer 6 is arranged below the track supporting beam 1, a second reinforcing mesh 61 is arranged inside the cushion layer 6, and the second reinforcing mesh 61 and the first reinforcing mesh 11 are connected through a plurality of connectors 7.
In this embodiment, the connecting members 7 include at least two rows, each of which is arranged on the left and right in fig. 2, and the two sides of the rail bearing beam 1 can be better connected with the cushion layer 6 by connecting one row of the connecting members 7 at least on each side of the rail bearing beam 1, so that the stability of the rail bearing beam 1 is improved. And each row of the connectors 7 are arranged at intervals along the length direction of the track-bearing beam 1, as shown in fig. 4, specifically, the connectors 7 can be uniformly arranged along the longitudinal direction of the track-bearing beam 1, and the connecting force between the track-bearing beam 1 and the cushion layer 6 is increased by increasing the connecting position of the first reinforcing mesh 11 and the second reinforcing mesh 61.
The connecting piece 7 is a door-shaped reinforcing steel bar, as shown in fig. 3, the door-shaped reinforcing steel bar comprises a transverse line section 71 located in the middle and vertical line sections 72 connected to two sides of the transverse line section 71, the lower end of each vertical line section 72 is provided with a bending part, and the bending parts on the vertical line sections 72 play a role in tightening, so that the connecting force between the rail bearing beam 1 and the cushion layer 6 is improved, and the stability of the rail bearing beam 1 is improved. The bending angle of the bending part is 80-130 degrees, so that the steel bar mesh II 61 can be conveniently connected through the bending part, and the connecting force is increased. In this embodiment, the bending angle of the bending portion is 90 °, and two bending portions are bent in opposite directions, so that the bending portions are connected with the reinforcing mesh, and the connection force is improved.
The transverse segment 71 is connected to the first mesh reinforcement 11, and the vertical segment 72 is connected at its lower end to the second mesh reinforcement 61. Specifically, the transverse line segment 71 is connected to the reinforcing mesh I11 inside the track-supporting beam 1, and is bound with or welded to the vertical reinforcing steel bar corresponding to the reinforcing mesh I11; the upper part of the vertical line segment 72 is positioned in the rail bearing beam 1 and is bound and connected or welded with a transverse reinforcing mesh at the lower end of the rail bearing beam 1; the lower part of the vertical section is positioned in the cushion layer 6 and is bound and connected with a transverse reinforcing mesh at the upper end in the cushion layer 6; the depth to which the vertical segments 72 are anchored to the underlayment 6 and the rail beam 1 is determined by the increased resistance to overturning required of the rail beam 1. The door style of calligraphy reinforcing bar, can effectual increase respectively with reinforcing bar net 11 reinforcing bar net two 61's connection scope, and then the reinforcing bar net 11 with reinforcing bar net two 61's connection power improves the stability of support rail beam 1 just can reduce the reinforcing bar quantity, practices thrift the cost.
In a preferred embodiment, the track-supporting beam 1 and the cushion layer 6 are integrally cast concrete members, so that the connectors 7 can be conveniently connected to the first reinforcing mesh 11 and the second reinforcing mesh 61, and the stability of the track-supporting beam 1 is improved. When pouring, referring to fig. 5, firstly filling or excavating to the bottom surface elevation of the cushion layer 6, arranging the second reinforcing mesh 61 at the bottom of the corresponding position of the rail bearing beam 1, then arranging the structural reinforcing steel bars inside the rail bearing beam 1, connecting the first reinforcing mesh 11 inside the rail bearing beam 1 and the second reinforcing mesh 61 inside the cushion layer 6 through the portal-shaped reinforcing steel bars, and then pouring the cushion layer 6 and the rail bearing beam 1 together to form the medium-low speed magnetic levitation rail bearing beam structure. After the cushion course 6 is formed, soil needs to be filled continuously above the left and right parts of the cushion course 6, so that the cushion course 6 is buried in the roadbed 5. And the upper surface of the rail bearing beam 1 is symmetrically provided with supports 3, a steel beam 4 is connected above the supports 3, two F rails 2 are arranged on two sides of the steel beam 4, and the F rails 2 are the rails of the medium-low speed maglev train. Besides, the existing roadbed 5 is only a geotechnical structure, when the roadbed 5 is filled, concrete can be properly added, the stability of the roadbed 5 is improved, the probability of deformation and settlement of the roadbed 5 is reduced, and the influence of the roadbed 5 on the rail bearing beam 1 is reduced.
The first reinforcing mesh 11 inside the track supporting beam 1 and the second reinforcing mesh 61 inside the cushion layer 6 are connected together through a plurality of the n-shaped reinforcing steel bars, so that the track supporting beam 1 and the cushion layer 6 below the track supporting beam are connected into a whole. Because of below bed course 6 is buried in road bed 5, through bed course 6 has increased joint force between support rail roof beam 1 and the road bed 5 has increased the antidumping force system of support rail roof beam 1 effectively strengthens the antidumping ability of support rail roof beam 1 to increased its horizontal, vertical cling compound ability simultaneously, reinforcing support rail roof beam 1 stability, and then improved the stability of the F rail 2 of support rail roof beam 1 top, thereby guaranteed the safety and the stability of train operation.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (7)
1. The medium-low speed magnetic levitation track supporting beam structure is characterized by comprising a track supporting beam (1), wherein a first reinforcing mesh (11) is arranged inside the track supporting beam (1), a cushion layer (6) is arranged below the track supporting beam (1), a second reinforcing mesh (61) is arranged in the cushion layer (6), and the second reinforcing mesh (61) and the first reinforcing mesh (11) are connected through a plurality of connecting pieces (7).
2. The medium-low speed magnetic levitation track supporting beam structure as claimed in claim 1, wherein the connector (7) is a portal-shaped steel bar, the portal-shaped steel bar comprises a transverse line section (71) in the middle and vertical line sections (72) connected to both sides of the transverse line section (71), the transverse line section (71) is connected with the first steel mesh (11), and the lower ends of the vertical line sections (72) are connected with the second steel mesh (61).
3. The medium-low speed magnetic levitation track supporting beam structure as claimed in claim 2, wherein the lower end of the vertical line segment (72) has a bending part.
4. The medium-low speed magnetic levitation track supporting beam structure as claimed in claim 3, wherein the bending angle of the bending part is 80-130 °.
5. The medium-low speed magnetic levitation track supporting beam structure according to any one of claims 1-4, wherein the track supporting beam (1) and the cushion layer (6) are integrally cast concrete members.
6. The medium-low speed magnetic levitation track girder structure according to any one of claims 1-4, wherein the connecting members (7) comprise at least two rows.
7. The medium-low speed magnetic levitation track supporting beam structure according to claim 6, wherein each row of the connecting pieces (7) are arranged at intervals along the length direction of the track supporting beam (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020478050.1U CN212000402U (en) | 2020-04-03 | 2020-04-03 | Medium-low speed magnetic levitation track bearing beam structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020478050.1U CN212000402U (en) | 2020-04-03 | 2020-04-03 | Medium-low speed magnetic levitation track bearing beam structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212000402U true CN212000402U (en) | 2020-11-24 |
Family
ID=73403644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020478050.1U Expired - Fee Related CN212000402U (en) | 2020-04-03 | 2020-04-03 | Medium-low speed magnetic levitation track bearing beam structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212000402U (en) |
-
2020
- 2020-04-03 CN CN202020478050.1U patent/CN212000402U/en not_active Expired - Fee Related
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20201124 |