CN104452483A - Medium and low speed maglev traffic engineering low line curve rail bearing beam structure - Google Patents
Medium and low speed maglev traffic engineering low line curve rail bearing beam structure Download PDFInfo
- Publication number
- CN104452483A CN104452483A CN201410750861.1A CN201410750861A CN104452483A CN 104452483 A CN104452483 A CN 104452483A CN 201410750861 A CN201410750861 A CN 201410750861A CN 104452483 A CN104452483 A CN 104452483A
- Authority
- CN
- China
- Prior art keywords
- track
- reinforced concrete
- support rail
- concrete floor
- section
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
- 238000010276 construction Methods 0.000 claims abstract description 41
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 claims abstract description 25
- 241001669679 Eleotris Species 0.000 claims abstract description 18
- 239000011150 reinforced concrete Substances 0.000 claims description 86
- 239000000725 suspension Substances 0.000 claims description 19
- 230000005484 gravity Effects 0.000 claims description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 11
- 230000001133 acceleration Effects 0.000 claims description 2
- 239000007787 solid Substances 0.000 claims description 2
- 239000004567 concrete Substances 0.000 abstract description 7
- 238000009434 installation Methods 0.000 abstract description 7
- 230000002787 reinforcement Effects 0.000 abstract 5
- 230000007774 longterm Effects 0.000 abstract 1
- 239000002689 soil Substances 0.000 abstract 1
- 238000000034 method Methods 0.000 description 14
- 239000004020 conductor Substances 0.000 description 11
- 230000000694 effects Effects 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007123 defense Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 201000010099 disease Diseases 0.000 description 1
- 208000037265 diseases, disorders, signs and symptoms Diseases 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000005339 levitation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 239000004575 stone Substances 0.000 description 1
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
- E01B25/30—Tracks for magnetic suspension or levitation vehicles
- E01B25/305—Rails or supporting constructions
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Railway Tracks (AREA)
Abstract
The invention discloses a medium and low speed maglev traffic engineering low line curve rail bearing beam structure comprising a rail bearing beam, a sleeper pedestal fixed to the top of the rail bearing beam, a rail section fixed to the top of the sleeper pedestal, a reinforcement concrete base plate fixed to the interarea of the horizontal ground and guide rails arranged on two sides of the rail bearing beam; the top surface of the reinforcement concrete base plate is arranged obliquely corresponding to the level, the included angle between the top surface of the reinforcement concrete base plate and the level is alpha q, the bottom of the rail bearing beam is fixedly connected to the top of the reinforcement concrete base plate, the axle of the rail bearing beam, sleeper pedestal and rail section are perpendicular to the top surface of the reinforcement concrete base plate, the included angle between the central line of the rail section and the central line of the line is alpha, and alpha 1 = alpha. By the aid of the structure, the installation requirements for a maglev vehicle contacting with the rail can be met, the construction difficulty of soil engineering base below the rail bearing beam is not raised, and the long-term stability is not reduced.
Description
Technical field
The present invention relates to that medium-and low-speed maglev traffic engineering is low puts line construction technical field, to refer in one that low speed magnetic suspension traffic engineering is low particularly and put route curve support rail girder construction.
Background technology
Middle low speed magnetic suspension track traffic belongs to a kind of novel traffic mode, and current achievement in research both domestic and external is less, and the circuit minority especially of operation is opened in the whole world.In March, 2005 Japan is only had to build middle low speed magnetic suspension railway comercial operation line-the East Hillside Line of opening and middle low speed magnetic suspension railway business operating line that in June, 2014, Korea S opened at present.And the middle low speed magnetic suspension traffic of China only has National University of Defense technology's test wire, Green City Mountain test wire, Tangshan experiment line at present, there is no the formal circuit put into effect.
The low circuit of putting of medium-and low-speed maglev traffic engineering is made up of roadbed under sleeper, support rail beam and support rail beam, and the support rail beam of supporting track is arranged on by the roadbed that earth structure is formed.Because magnetic-levitation train adopts an armful rail mode to run, need, in support rail beam both sides, a water conservancy diversion rail is respectively installed, when circuit is curve, often require that support rail beam entirety deflects with track, how to realize the support rail beam deflection be arranged on geotechnological ground, and utilize support rail beam to realize track superelevation, there is no pertinent literature and achievement in research at present.
Float in bridge engineering at magnetic, because rail beam two supports is on bridge pier, after the deflection of beam body, only the base with pier end face level need be set at bridge pier position of the fulcrum, by a point control superelevation at two ends, curved beam song does simultaneously, and both can realize deflection and the superrelation on curve of beam body, its error can be solved by accurate adjustment in track structure construction.And low circuit support rail beam of putting is different from the bridge supported by bridge pier at two ends, be the elastic-like footing beam that whole beam is placed on geotechnological basis, solve curve and superelevation problem, except curved beam song does, the existing solution of superelevation has two kinds:
Method one in-orbit occipital branches seat realizes superelevation, and beam body curve song does, and does not deflect, is horizontally disposed with;
Method two is that the geotechnique basis under support rail beam realizes superelevation, and support rail beam is obliquely installed and realizes the deflection of beam body, and curved beam song does simultaneously.
Method one, the sleeper bearing of support rail back realizes superelevation, be horizontally disposed with after support rail beam curve song does, such back upper thread and rail level line out-of-level, because both sides water conservancy diversion rail line and rail level line must be parallel lines, the relative position of such both sides water conservancy diversion rail on support rail beam is change, if sleeper pedestal height is excessive, the water conservancy diversion rail position of superelevation side may be caused higher than top surface of the beam, therefore, must according to the discrepancy in elevation of water conservancy diversion rail and rail level, the minimum constructive height of conservative control sleeper pedestal, also may will adjust the height of vehicle contact rail and rail level if desired.In addition, for ensureing the boundary requirement of conductor rail, both sides conductor rail must be consistent to the distance of support rail side, structure axis and the rail level center line (central lines of track) of such support rail beam also should arrange side-play amount, and this side-play amount is except being except fixed value in circular curve position, linear change amount in easement curve position, very high to the control overflow of construction precision.Therefore, method one is by the construction of increase support rail beam, track and water conservancy diversion rail, installation difficulty and control accuracy, and the conductor rail also likely having influence on vehicle manufactures parameter adjustment.
Method two, the graded broken stone layer in the geotechnique basis under support rail beam is utilized to realize superelevation, base surface under support rail beam is broken line type, support rail beam tilts to lay realization deflection, the contact path of rail level line, vehicle both sides and top surface of the beam line parallel, the structure axis of beam and rail level line overlap, can not affect the design and installation of track like this, also can not affect Rail car manufacture parameter.Because easement curve position superelevation value is linear change, on road bed, this superelevation value will be realized by manually filling, not only require higher control accuracy, and difficulty of construction be larger; In addition, support rail beam is obliquely installed, and adds the horizontal sliding force of support rail beam, reduces the stability of support rail beam; Simultaneously because the deflection of support rail beam is realized by beam base plinth face tilt, the earthen structure that this gradient is made up of ground is formed, the guarantee difficulty of its long-time stability is very large, the operation diseases such as the later stage easily sends out distortion, support rail beam falls into groove, hypervelocity is inadequate, may affect comfortableness and the safety of car operation time serious.
Summary of the invention
Object of the present invention will provide that low speed magnetic suspension traffic engineering in one is low puts route curve support rail girder construction exactly, this structure had both met the installation requirement of maglev vehicle conductor rail, under not increasing again support rail beam, the building difficulty on geotechnological basis, does not reduce its long-time stability.
For realizing this object, middle low speed magnetic suspension traffic engineering designed by the present invention is low puts route curve support rail girder construction, it comprises support rail beam beam body, be fixed on the sleeper pedestal at support rail beam beam body top, be fixed on the section of track at sleeper pedestal top, be fixed on the reinforced concrete floor on horizontal road bed, be arranged on the water conservancy diversion rail of support rail beam beam body both sides, it is characterized in that: the end face of described reinforced concrete floor is inclined relative to horizontal layout, angle between the end face of reinforced concrete floor and horizontal plane is α 1, the bottom surface of described support rail beam beam body is fixedly connected with the end face of reinforced concrete floor, described support rail beam beam body, sleeper pedestal is all vertical with the end face of reinforced concrete floor with the axis of the section of track, angle between the section of track center line of the described section of track and central lines of track is α, described angle α 1=angle α.
Beneficial effect of the present invention:
1, curve support rail beam is reinforced concrete structure, meets the requirement of Maglev Project structure to stability, intensity, distortion.
2, low route curve support rail beam of putting is along the deflection of rail level line center, make top surface of the beam and rail level line, maglev vehicle conductor rail line keeping parallelism, and the spacing between rail level line and maglev vehicle conductor rail line remains unchanged.Compare conventional beam body not deflect, sleeper pedestal realizes superelevation scheme, and maglev vehicle conductor rail bearing is easy for installation, reaches the installation effect the same with straight line path location.
3, after the deflection of support rail beam, level is made in reinforced concrete floor bottom surface, and the superelevation of curve is realized by the reinforced concrete floor thickness of adjustment support rail beam, easy construction.The more important thing is, this structure curve superelevation realizes in steel concrete curve support rail beam, without the need to basis geotechnological under beam realizes superelevation, under support rail beam, geotechnological road bed still press horizontal plane the same as straight line location is constructed, avoid the conventional stability problem realizing superelevation and bring on geotechnological road bed, and the possible distortion of operation later stage, support rail beam fall into the harm such as groove, hypervelocity are inadequate.
4, because support rail beam beam body deflects to the inner side of curve, bottom center's line relative line center line of reinforced concrete floor will move e value (calculating by formula 3) to extra curvature, and the center of gravity e of top beam body
1relative to reinforced concrete floor bottom center, line will move to the inner side of curve, and the moment of flexure of moving rear generation in center of gravity can offset the centrifugal force of moment of torsion that camber beam produces because of deflection and 3 in Curve Segment (can by formula 5 computation structure size adjusting e
1value, makes support rail beam bottom slab stress even), make the stressed of support rail beam base plate bottom surface be tending towards even, reach the effect of linear beam.
5, reinforced concrete floor superelevation value h, reinforced concrete floor bottom center line 5 offset the e value of central lines of track 4, all can calculate and try to achieve (calculating by formula 1 ~ formula 3), and h, e value is certain value in circular curve position, be a linear change value in easement curve position.Facilitate the construction of route curve support rail beam.
6, the present invention had both met the installation requirement of maglev vehicle conductor rail, and under not increasing again support rail beam, the building difficulty on geotechnological basis, does not reduce its long-time stability.
Accompanying drawing explanation
Fig. 1 is section structure schematic diagram of the present invention;
Wherein, 1-support rail beam beam body, 2-reinforced concrete floor, 3-do not do the support rail beam base plate outline line of superelevation, 4-central lines of track, bottom center's line of 5-reinforced concrete floor, 6-water conservancy diversion rail, 7-sleeper pedestal, 8-horizontal road bed, 9-section of track, 10-section of track center line, angle between the section of track center line of α-section of track and central lines of track, angle between the end face of α 1-reinforced concrete floor and horizontal plane, e1-support rail girder construction, the gravity center eccentric distance of pedestal and section of track compositional system, bottom center's line skew wire center linear distance of e-reinforced concrete floor, relative to the superelevation value of original reinforced concrete floor outside h-reinforced concrete floor, the distance of H-between horizontal road bed and rail level, the bottom width of L-reinforced concrete floor, F-track structure and train are vertically itemized point load, and Q-track structure and train are along circuit cross-sectional direction subitem point load, and M-track structure and train are along the moment of flexure in track profile direction, X-route section direction, Y-track profile direction, Z-vertical direction.
Detailed description of the invention
Below in conjunction with the drawings and specific embodiments, the present invention is described in further detail:
Middle low speed magnetic suspension traffic engineering is as shown in Figure 1 low puts route curve support rail girder construction, it comprises support rail beam beam body 1, be fixed on the sleeper pedestal 7 at support rail beam beam body 1 top, be fixed on the section of track 9 at sleeper pedestal 7 top, be fixed on the reinforced concrete floor 2 on horizontal road bed 8, be arranged on the water conservancy diversion rail 6 of support rail beam beam body 1 both sides, the end face of described reinforced concrete floor 2 is inclined relative to horizontal layout, angle between the end face of reinforced concrete floor 2 and horizontal plane is α 1, the bottom surface of described support rail beam beam body 1 is fixedly connected with the end face of reinforced concrete floor 2, described support rail beam beam body 1, sleeper pedestal 7 is all vertical with the end face of reinforced concrete floor 2 with the axis of the section of track 9, angle between the section of track center line 10 of the described section of track 9 and central lines of track 4 is α, described angle α 1=angle α.
In technique scheme, determined by following formula 1 relative to the superelevation value h of original reinforced concrete floor outside described reinforced concrete floor 2:
h＝(D*V
c 2)/(12.96*g*R) (1)
Wherein, D is the gauge of the section of track 9, V
cfor train Negotiation speed, g is acceleration of gravity, and R is curve circuit radius.
In technique scheme, the angle α between the section of track center line 10 of the described section of track 9 and central lines of track 4 is determined by following formula 2:
α＝arctan(h/L) (2)
Wherein, L is the bottom width of reinforced concrete floor 2, and h is the superelevation value relative to original reinforced concrete floor outside reinforced concrete floor 2.
In technique scheme, the e value of bottom center's line skew central lines of track of described reinforced concrete floor 2 is determined by following formula 3:
e＝(H+0.5*h)*sinα (3)
Wherein, H is the distance between horizontal road bed 8 and rail level, and h is the superelevation value relative to original reinforced concrete floor outside reinforced concrete floor 2, and α is the angle between the section of track center line 10 of the section of track 9 and central lines of track 4.
In technique scheme, the deflection of support rail beam, after curved beam song does, its center of gravity will move to the inner side of curve, and the e value that bottom center's line 5 of reinforced concrete floor 2 offsets central lines of track is certain value in circular curve position, is a linear change value in easement curve position.The center of gravity of whole curve support rail girder construction is between bottom center's line 5 and central lines of track 4 of reinforced concrete floor 2, the moment of flexure enabling it produce by adjust structure size resists the moment of torsion effect because support rail beam beam body 1 deflection in top produces, and makes that reinforced concrete floor 2 times horizontal road beds 8 are stressed is tending towards even.The stressed lowest term of reinforced concrete floor 2 should meet the outer lateral stress of reinforced concrete floor 2 and be greater than 0, calculates by formula 4; Uniform force condition calculates by formula 6.
In technique scheme, the base stress PA outside described reinforced concrete floor 2 is determined by following formula 4:
Wherein, described G is the deadweight of support rail girder construction, F is that track structure and train are vertically itemized point load, Q is route section direction subitem point load, M is track structure and the train moment of flexure along track profile direction, α be angle between the section of track center line 10 of the section of track 9 and central lines of track 4 and support rail beam to the inner side of curve deflection angle, L is the bottom width of reinforced concrete floor 2, H is the distance between horizontal road bed 8 and rail level, e
1for the gravity center eccentric distance of support rail girder construction, pedestal and section of track compositional system.
In technique scheme, the base stress PB inside described reinforced concrete floor 2 is determined by following formula 5:
Wherein, described G is the deadweight of support rail girder construction, F is track structure and train (is just vertically downwards, be upwards negative) subitem point load, Q is route section direction (is just to the right, be negative to the left) subitem point load, M is track structure and train along track profile direction (to large mileage for just, be negative to little mileage) moment of flexure, α is that angle between the section of track center line 10 of the section of track 9 and central lines of track 4 and support rail beam are to the inner side of curve deflection angle, L is the bottom width of reinforced concrete floor 2, H is the distance between horizontal road bed 8 and rail level, e
1for the gravity center eccentric distance of support rail girder construction, pedestal and section of track compositional system.
G*e
1+M+(-F*sinα+Q*cosα)*(H+0.5*L*sinα)*cosα≈0(6)
Wherein, described G is the deadweight of support rail girder construction, F is that track structure and train are vertically itemized point load, Q is route section direction subitem point load, M is track structure and the train moment of flexure along track profile direction, α be angle between the section of track center line 10 of the section of track 9 and central lines of track 4 and support rail beam to the inner side of curve deflection angle, L is the bottom width of reinforced concrete floor 2, H is the distance between horizontal road bed 8 and rail level, e
1for the gravity center eccentric distance of support rail girder construction, pedestal and section of track compositional system.
In technique scheme, support rail beam beam body 1 deflects with rail level line center, superrelation on curve realizes in support rail girder construction, reinforced concrete floor 2 bottom surface level, reinforced concrete floor 2 times horizontal road bed 8 uniform force, geotechnological foundation construction under reinforced concrete floor 2 is equally convenient with straightway subgrade construction, rational in infrastructure, succinct.Specifically, Curved steel bar concrete support rail girder construction is made up of top deflection beam body and lower raft two parts, is connected with monobloc cast by reinforcing bar.The uniform section structure of top deflection beam body (support rail beam beam body 1) can be the both sides such as box, I shape be complete web also can be longitudinal non-constant section structures such as buttress type, continuously arch, continuously frame-type; Lower raft (reinforced concrete floor 2) is bottom surface level, solid reinforced concrete structure.
Technique scheme makes low route curve support rail beam of putting along the deflection of rail level line center, make support rail beam beam body 1 and rail level line, maglev vehicle conductor rail line keeping parallelism, and the spacing between rail level line and maglev vehicle conductor rail line remains unchanged.
In technique scheme, it is highly the chamfering of h that the outside of described reinforced concrete floor 2 end face is provided with, and this h is the superelevation value relative to original reinforced concrete floor outside reinforced concrete floor 2.It is highly the chamfering of h/2 that the inner side of described reinforced concrete floor 2 end face is provided with, and this h is the superelevation value relative to original reinforced concrete floor outside reinforced concrete floor 2.The design of above-mentioned chamfering can make the height of the support rail beam beam body 1 on top meet the requirement of maglev vehicle boundary, also meets the thickness requirement of reinforced concrete floor 2 simultaneously.
Work progress of the present invention is:
1, low route curve support rail beam beam body 1 of putting deflects along rail level line center, make top surface of the beam and rail level line, maglev vehicle conductor rail line keeping parallelism, and the spacing between rail level line and maglev vehicle water conservancy diversion rail line remains unchanged, vehicle contact rail bearing is arranged on support rail beam both sides, longitudinally with back line parallel, construction technology is the same with straight line support rail effect with control accuracy.Sleeper pedestal 7, by embedded bar, is arranged on support rail top surface of the beam by orthogonal.
2, after the deflection of support rail beam, level is made in reinforced concrete floor 2 bottom surface of support rail beam, and superrelation on curve is implemented at the base plate thickness by adjustment support rail beam.As accompanying drawing 1, support rail beam is after the inner side of curve deflection a angle, level is made in the bottom surface of conventional backplane, form reinforced concrete floor 2, the bottom surface of reinforced concrete floor 2 thickens h value in outside, h is the base plate superelevation value (calculating by formula 1) of support rail beam, and h value is certain value in circular curve position, is a linear change value in easement curve position.Reinforced concrete floor 2 end face increases h and highly makes chamfering outside curve, and the inner side of curve makes the chamfering of h/2 height, makes the height of top beam body 1 meet the requirement of maglev vehicle boundary, also meets the thickness requirement of lower raft 2 simultaneously.
3, after support rail beam deflection, curved beam song are done, its center of gravity will move to the inner side of curve, bottom center's line 5 of reinforced concrete floor 2 offsets the e value (calculating by formula 3) of central lines of track, the center of gravity of whole curve support rail girder construction between bottom center's line 5 and central lines of track 4 of reinforced concrete floor 2, by formula 6 computation structure size adjusting e
1value, the moment of flexure enabling it produce resists the moment of torsion effect because beam body 1 deflection in top produces, and makes that reinforced concrete floor 2 times horizontal road beds 8 are stressed is tending towards even.
The content that this manual is not described in detail belongs to the known prior art of professional and technical personnel in the field.
Claims (10)
1. low speed magnetic suspension traffic engineering is low in one kind puts route curve support rail girder construction, it comprises support rail beam beam body (1), be fixed on the sleeper pedestal (7) at support rail beam beam body (1) top, be fixed on the section of track (9) at sleeper pedestal (7) top, be fixed on the reinforced concrete floor (2) on horizontal road bed (8), be arranged on the water conservancy diversion rail (6) of support rail beam beam body (1) both sides, it is characterized in that: the end face of described reinforced concrete floor (2) is inclined relative to horizontal layout, angle between the end face of reinforced concrete floor (2) and horizontal plane is α 1, the bottom surface of described support rail beam beam body (1) is fixedly connected with the end face of reinforced concrete floor (2), described support rail beam beam body (1), sleeper pedestal (7) is all vertical with the end face of reinforced concrete floor (2) with the axis of the section of track (9), angle between the section of track center line (10) of the described section of track (9) and central lines of track (4) is α, described angle α 1=angle α.
2. middle low speed magnetic suspension traffic engineering according to claim 1 is low puts route curve support rail girder construction, it is characterized in that: described reinforced concrete floor (2) outside is determined by following formula 1 relative to the superelevation value h of original reinforced concrete floor:
h＝(D*V
c 2)/(12.96*g*R) (1)
Wherein, D is the gauge of the section of track (9), V
cfor train Negotiation speed, g is acceleration of gravity, and R is curve circuit radius.
3. middle low speed magnetic suspension traffic engineering according to claim 2 is low puts route curve support rail girder construction, it is characterized in that: the angle α between the section of track center line (10) of the described section of track (9) and central lines of track (4) is determined by following formula 2:
α＝arctan(h/L) (2)
Wherein, L is the bottom width of reinforced concrete floor (2), and h is the superelevation value of reinforced concrete floor (2) outside relative to original reinforced concrete floor.
4. middle low speed magnetic suspension traffic engineering according to claim 3 is low puts route curve support rail girder construction, it is characterized in that: the e value of bottom center's line skew central lines of track of described reinforced concrete floor (2) is determined by following formula 3:
e＝(H+0.5*h)*sinα (3)
Wherein, H is the distance between horizontal road bed 8 and rail level, h is the superelevation value of reinforced concrete floor (2) outside relative to original reinforced concrete floor, and α is the angle between the section of track center line (10) of the section of track (9) and central lines of track (4).
5. middle low speed magnetic suspension traffic engineering according to claim 4 is low puts route curve support rail girder construction, it is characterized in that: the base stress PA in described reinforced concrete floor (2) outside is determined by following formula 4:
Wherein, described G is the deadweight of support rail girder construction, F is that track structure and train are vertically itemized point load, Q is route section direction subitem point load, M is track structure and the train moment of flexure along track profile direction, α is that angle between the section of track center line (10) of the section of track (9) and central lines of track (4) and support rail beam are to the inner side of curve deflection angle, L is the bottom width of reinforced concrete floor (2), H is the distance between horizontal road bed 8 and rail level, e
1for the gravity center eccentric distance of support rail girder construction, pedestal and section of track compositional system.
6. middle low speed magnetic suspension traffic engineering according to claim 4 is low puts route curve support rail girder construction, it is characterized in that: the base stress PB of described reinforced concrete floor (2) inner side is determined by following formula 5:
Wherein, described G is the deadweight of support rail girder construction, F is that track structure and train are vertically itemized point load, Q is route section direction subitem point load, M is track structure and the train moment of flexure along track profile direction, α is that angle between the section of track center line (10) of the section of track (9) and central lines of track (4) and support rail beam are to the inner side of curve deflection angle, L is the bottom width of reinforced concrete floor (2), H is the distance between horizontal road bed 8 and rail level, e
1for the gravity center eccentric distance of support rail girder construction, pedestal and section of track compositional system.
7. middle low speed magnetic suspension traffic engineering according to claim 4 is low puts route curve support rail girder construction, it is characterized in that: it is highly the chamfering of h that the outside of described reinforced concrete floor (2) end face is provided with, this h is the superelevation value of reinforced concrete floor (2) outside relative to original reinforced concrete floor.
8. middle low speed magnetic suspension traffic engineering according to claim 4 is low puts route curve support rail girder construction, it is characterized in that: it is highly the chamfering of h/2 that the inner side of described reinforced concrete floor (2) end face is provided with, this h is the superelevation value of reinforced concrete floor (2) outside relative to original reinforced concrete floor.
9. middle low speed magnetic suspension traffic engineering according to claim 1 is low puts route curve support rail girder construction, it is characterized in that: described support rail beam beam body (1) is uniform section structures of complete web for both sides or is longitudinal non-constant section structure.
10. middle low speed magnetic suspension traffic engineering according to claim 1 is low puts route curve support rail girder construction, it is characterized in that: reinforced concrete floor (2) is bottom surface level, solid reinforced concrete structure.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410750861.1A CN104452483B (en) | 2014-12-09 | 2014-12-09 | Middle low speed magnetic suspension traffic engineering is low puts route curve support rail girder construction |
| PCT/CN2015/095037 WO2016091052A1 (en) | 2014-12-09 | 2015-11-19 | Medium-low speed maglev traffic engineering low arrangement line curve bearing rail beam structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410750861.1A CN104452483B (en) | 2014-12-09 | 2014-12-09 | Middle low speed magnetic suspension traffic engineering is low puts route curve support rail girder construction |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104452483A true CN104452483A (en) | 2015-03-25 |
| CN104452483B CN104452483B (en) | 2016-08-17 |
Family
ID=52899184
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410750861.1A Active CN104452483B (en) | 2014-12-09 | 2014-12-09 | Middle low speed magnetic suspension traffic engineering is low puts route curve support rail girder construction |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN104452483B (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104911964A (en) * | 2015-06-25 | 2015-09-16 | 中铁第四勘察设计院集团有限公司 | Magnetic levitation traffic curve track beam |
| CN105672067A (en) * | 2016-01-21 | 2016-06-15 | 中铁第四勘察设计院集团有限公司 | Bearing-rail beam low track and viaduct transition section structure of medium-low-speed magnetic suspension traffic engineering |
| WO2016091052A1 (en) * | 2014-12-09 | 2016-06-16 | 中铁第四勘察设计院集团有限公司 | Medium-low speed maglev traffic engineering low arrangement line curve bearing rail beam structure |
| CN105691408A (en) * | 2016-03-24 | 2016-06-22 | 西南交通大学 | Magnetic field extra-high structure of high-temperature superconductivity magnetic suspension permanent magnet railway |
| CN106049201A (en) * | 2016-07-27 | 2016-10-26 | 中铁第四勘察设计院集团有限公司 | Medium and low speed maglev traffic engineering low line solid bearing-trail beam structure and construction method thereof |
| CN106283967A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation joist framing type support rail beam transition section structure |
| CN106283941A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation is combined framing type support rail beam transition section structure |
| CN106283938A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire excavation location pile foundation is combined framing type support rail girder construction |
| CN106283946A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire excavation location pile foundation is combined framing type support rail beam transition section structure |
| CN106283942A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev traffic engineering two-wire embankment location pile foundation combined type support rail girder construction |
| CN106283945A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev traffic engineering two-wire excavation location pile foundation combined type support rail girder construction |
| CN107663817A (en) * | 2017-11-06 | 2018-02-06 | 中国铁路设计集团有限公司 | Medium-and low-speed maglev traffic system curved section support rail beam |
| CN107858875A (en) * | 2017-10-31 | 2018-03-30 | 中铁第四勘察设计院集团有限公司 | A kind of straddle-type monorail curve track girder system system with step-less adjustment mode tensile supporting seat |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106283940B (en) * | 2016-09-15 | 2017-10-13 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev traffic engineering single line excavation location independence pier stud type support rail girder construction |
| CN106283939B (en) * | 2016-09-15 | 2017-10-27 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire excavation location pile foundation joist type support rail beam transition section structure |
| CN106283947B (en) * | 2016-09-15 | 2017-10-13 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation joist framing type support rail girder construction |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1046503A (en) * | 1996-08-05 | 1998-02-17 | H S S T Kaihatsu Kk | Vibrationproofing rail support structure of magnetic floating travelling vehicle |
| WO2004063466A1 (en) * | 2003-01-14 | 2004-07-29 | Schmitt Stumpf Frühauf und Partner Ingenieurgesellschaft im Bauwesen mbH | Track for magnetically levitated railway and method for the production thereof |
| CN1882746A (en) * | 2003-11-18 | 2006-12-20 | 马克斯·博格建筑两合公司 | Method for the precise positioning of a carrier for a track, and corresponding track |
| CN101054793A (en) * | 2007-04-20 | 2007-10-17 | 铁道第三勘察设计院集团有限公司 | Middle and low speed magnetic levitation track girder |
| CN101454508A (en) * | 2006-05-26 | 2009-06-10 | 马克斯·博格建筑两合公司 | Guideway |
| CN204356595U (en) * | 2014-12-11 | 2015-05-27 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev railway is low puts circuit continuous arch support rail girder construction |
-
2014
- 2014-12-09 CN CN201410750861.1A patent/CN104452483B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1046503A (en) * | 1996-08-05 | 1998-02-17 | H S S T Kaihatsu Kk | Vibrationproofing rail support structure of magnetic floating travelling vehicle |
| WO2004063466A1 (en) * | 2003-01-14 | 2004-07-29 | Schmitt Stumpf Frühauf und Partner Ingenieurgesellschaft im Bauwesen mbH | Track for magnetically levitated railway and method for the production thereof |
| CN1882746A (en) * | 2003-11-18 | 2006-12-20 | 马克斯·博格建筑两合公司 | Method for the precise positioning of a carrier for a track, and corresponding track |
| CN101454508A (en) * | 2006-05-26 | 2009-06-10 | 马克斯·博格建筑两合公司 | Guideway |
| CN101054793A (en) * | 2007-04-20 | 2007-10-17 | 铁道第三勘察设计院集团有限公司 | Middle and low speed magnetic levitation track girder |
| CN204356595U (en) * | 2014-12-11 | 2015-05-27 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev railway is low puts circuit continuous arch support rail girder construction |
Non-Patent Citations (1)
| Title |
|---|
| 易旭鹏: "中低速磁悬浮试运线路基轨道梁结构性能研究", 《中国优秀学位论文全文数据库工程科技Ⅱ辑》, no. 9, 15 September 2014 (2014-09-15) * |
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016091052A1 (en) * | 2014-12-09 | 2016-06-16 | 中铁第四勘察设计院集团有限公司 | Medium-low speed maglev traffic engineering low arrangement line curve bearing rail beam structure |
| CN104911964A (en) * | 2015-06-25 | 2015-09-16 | 中铁第四勘察设计院集团有限公司 | Magnetic levitation traffic curve track beam |
| CN104911964B (en) * | 2015-06-25 | 2017-03-22 | 中铁第四勘察设计院集团有限公司 | Magnetic levitation traffic curve track beam |
| CN105672067A (en) * | 2016-01-21 | 2016-06-15 | 中铁第四勘察设计院集团有限公司 | Bearing-rail beam low track and viaduct transition section structure of medium-low-speed magnetic suspension traffic engineering |
| CN105691408A (en) * | 2016-03-24 | 2016-06-22 | 西南交通大学 | Magnetic field extra-high structure of high-temperature superconductivity magnetic suspension permanent magnet railway |
| CN106049201A (en) * | 2016-07-27 | 2016-10-26 | 中铁第四勘察设计院集团有限公司 | Medium and low speed maglev traffic engineering low line solid bearing-trail beam structure and construction method thereof |
| CN106283946A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire excavation location pile foundation is combined framing type support rail beam transition section structure |
| CN106283938A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire excavation location pile foundation is combined framing type support rail girder construction |
| CN106283941A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation is combined framing type support rail beam transition section structure |
| CN106283942A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev traffic engineering two-wire embankment location pile foundation combined type support rail girder construction |
| CN106283945A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev traffic engineering two-wire excavation location pile foundation combined type support rail girder construction |
| CN106283967A (en) * | 2016-09-15 | 2017-01-04 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation joist framing type support rail beam transition section structure |
| CN106283967B (en) * | 2016-09-15 | 2017-10-13 | 中铁第四勘察设计院集团有限公司 | Medium-and low-speed maglev two-wire embankment location pile foundation joist framing type support rail beam transition section structure |
| CN106283941B (en) * | 2016-09-15 | 2017-11-14 | 中铁第四勘察设计院集团有限公司 | The compound framing type support rail beam transition section structure of medium-and low-speed maglev two-wire embankment location pile foundation |
| CN107858875A (en) * | 2017-10-31 | 2018-03-30 | 中铁第四勘察设计院集团有限公司 | A kind of straddle-type monorail curve track girder system system with step-less adjustment mode tensile supporting seat |
| CN107663817A (en) * | 2017-11-06 | 2018-02-06 | 中国铁路设计集团有限公司 | Medium-and low-speed maglev traffic system curved section support rail beam |
Also Published As
| Publication number | Publication date |
|---|---|
| CN104452483B (en) | 2016-08-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104452483A (en) | Medium and low speed maglev traffic engineering low line curve rail bearing beam structure | |
| WO2016091052A1 (en) | Medium-low speed maglev traffic engineering low arrangement line curve bearing rail beam structure | |
| CN203546524U (en) | Medium-and-low-speed magnetically-suspended traffic integral-type road-bed track structure | |
| CN102182120A (en) | Precast slab type ballastless track structure | |
| CN204356595U (en) | Medium-and low-speed maglev railway is low puts circuit continuous arch support rail girder construction | |
| CN204325812U (en) | Middle low speed magnetic suspension traffic engineering is low puts route curve support rail girder construction | |
| CN104480810A (en) | Medium-and-low speed magnetic levitation railway low route continuous framework type bearing rail beam structure and construction method | |
| CN106049201A (en) | Medium and low speed maglev traffic engineering low line solid bearing-trail beam structure and construction method thereof | |
| CN204112169U (en) | City rail system | |
| CN107905046A (en) | The magnetic railway track of track deformation adjusting apparatus and application described device | |
| FI3947815T3 (en) | Ballastless track section for a rail vehicle | |
| CN204325821U (en) | Middle low speed magnetic suspension is low puts circuit continuous frame formula support rail girder construction | |
| CN203583372U (en) | Piston shoe for pushing cantilever bridge box girder | |
| CN104911964A (en) | Magnetic levitation traffic curve track beam | |
| CN205242185U (en) | Trapezoidal sleeper and prefabricated track sleeper slab of curve type who adopts thereof | |
| CN110004781A (en) | A high-speed maglev rail transit elastic line structure | |
| CN203096528U (en) | Sand-preventing prestressed reinforced concrete sleeper | |
| CN204753277U (en) | Magnetism floats traffic curve track roof beam | |
| CN203977237U (en) | City rail system | |
| CN102677558A (en) | Rail cant measurement scale and measurement method for rail traffic | |
| CN201850478U (en) | Adjustable template of base plate of ballastless track of special line for passenger traffic | |
| CN205711575U (en) | A kind of half span type for CRTS III plate-type non-fragment orbit repairs structure | |
| KR101115365B1 (en) | Precast Slab Track Construction Method | |
| CN109706801A (en) | A block-type rail-bearing beam in a curved section of maglev rail transit and its construction method | |
| CN206157489U (en) | Moderate -low speed magnetic levitation double -line excavation location supporting beam of pile foundation framing type support rail girder construction |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |