CN215801026U - Continuous track beam structure on high-speed magnetic suspension traffic large-span bridge - Google Patents
Continuous track beam structure on high-speed magnetic suspension traffic large-span bridge Download PDFInfo
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- CN215801026U CN215801026U CN202120955003.6U CN202120955003U CN215801026U CN 215801026 U CN215801026 U CN 215801026U CN 202120955003 U CN202120955003 U CN 202120955003U CN 215801026 U CN215801026 U CN 215801026U
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Abstract
The utility model discloses a continuous track beam structure on a high-speed magnetic suspension traffic large-span bridge, which comprises a continuous track beam and a sliding layer, wherein the continuous track beam and the sliding layer are arranged on a main bridge and approach bridges on two sides; a sliding layer is laid at the lower part of the continuous track beam, and transverse limit stops are arranged at two sides of the continuous track beam to limit the vertical displacement and the transverse displacement of the track beam; and a longitudinal and transverse limiting structure is arranged between the continuous track beam and the approach bridge to anchor the continuous track beam. The beneficial effects are that, because the sliding layer is laid between the main bridge and the continuous track beam, the main bridge and the continuous track beam can freely slide along the longitudinal direction, thereby avoiding the beam end displacement generated by the influence of temperature change of the large-span bridge from being transferred to the track beam, and further solving the problem of over-limit of the stator gap at the beam end; in addition, the continuous track beam has good force transmission performance, and the longitudinal stability and the transverse stability of the track beam are ensured by arranging the concrete stop block and the limiting structure.
Description
Technical Field
The utility model belongs to the field of magnetic levitation transportation, and particularly relates to a continuous track beam structure on a high-speed magnetic levitation transportation large-span bridge.
Background
The traditional wheel-rail type track traffic is restricted by the problems of air resistance, wheel-rail adhesion, hunting instability, running noise, pantograph net limit speed and the like, meanwhile, the energy consumption and mechanical friction and abrasion are continuously increased along with the increase of the speed, and the highest economic and technical speed of the wheel-rail type track traffic is about 400km/h from the current technical level. The magnetic suspension technology can solve the problems of wheel rail adhesion, friction, vibration, high-speed current collection and the like in a wheel rail type, has various advantages of high speed, safety, comfort, energy conservation, environmental protection and the like, and can compete and cooperate with high-speed rails and civil aviation to promote each other. China builds a unique commercial operation high-speed magnetic suspension line in the world at present, namely a Shanghai magnetic suspension special line with the operation speed of 430km/h in 2002, 12 months and 31 days. The high-speed magnetic levitation train with the speed of 600 kilometers per hour in China in 2019 and 5 months marks that China has preliminarily possessed the foundation of high-speed magnetic levitation engineering.
The high-speed magnetic suspension traffic system drives the train to run at high speed by forming a linear motor by stators with certain lengths arranged on two sides of a track beam and a rotor on the train, and has strict requirements on the stator clearance which is usually within 100mm at the beam seam. The high-speed magnetic levitation is more suitable for long-distance long and large trunk transportation due to the speed advantage, but is influenced by factors such as natural conditions and the like, and inevitably adopts a large-span bridge structure to span large rivers. The large-span bridge has the advantages that the large-span bridge end is large in expansion amount due to temperature influence, the beam gap value is difficult to meet the requirement of an allowable magnetic gap angle, and the influence of expansion of the large-span bridge on a stator gap needs to be reduced through a special structure.
Disclosure of Invention
The utility model aims to solve the technical problem of providing a continuous track beam structure on a large-span bridge of high-speed magnetic suspension traffic, which can prevent the over limit of the distance between the stators at the beam ends due to temperature change.
The utility model adopts the technical scheme that the continuous track beam structure on the high-speed magnetic suspension traffic large-span bridge comprises a continuous track beam and a sliding layer, wherein the continuous track beam and the sliding layer are arranged on a main bridge and approach bridges on two sides; a sliding layer is laid on the lower portion of the continuous track beam on the main bridge, and transverse limit stop blocks are arranged on two sides of the continuous track beam to limit vertical displacement and transverse displacement of the track beam; and a longitudinal and transverse limiting structure is arranged between the continuous track beam and the approach bridge to anchor the continuous track beam.
The longitudinal and transverse limiting structure is arranged on the bridge approach floor and is a concave-convex limiting structure.
The main bridge and the continuous track beams at the two sides of the approach bridge are of longitudinal continuous structures, and the continuous track beams are continuously cast by concrete.
The main bridge and the approach bridges on two sides are of longitudinal continuous structures, the continuous track beams are prefabricated short track beams, and the short track beams are longitudinally connected through tensioning locking pieces.
The material of the sliding layer is a metal plate with a layer of sliding film or smooth surface sandwiched between two layers of geotextile.
The transverse limit stops are arranged on the main bridge at equal intervals and are connected with the main bridge through embedded steel bars in the main bridge.
The utility model has the advantages that the sliding layer is laid between the main bridge and the continuous track beam, so that the main bridge and the continuous track beam can freely slide along the longitudinal direction, thereby avoiding the transmission of beam end displacement generated by the influence of temperature change on the large-span bridge to the track beam, and further solving the problem of over-limit of the stator gap at the beam end; in addition, the continuous track beam has good force transmission performance, and the longitudinal stability and the transverse stability of the track beam are ensured by arranging the concrete stop block and the limiting structure.
Drawings
FIG. 1 is a schematic view of a continuous track beam construction of the present invention;
FIG. 2 is a schematic cross-sectional view of a main bridge of the continuous track beam construction of the present invention;
fig. 3 is a schematic cross-sectional view of an approach bridge of the continuous track beam structure of the present invention.
In the figure:
1. bridge movable support 2, bridge fixed support 3, approach bridge 4 and main bridge
5. Continuous track beam 6, sliding layer 7, longitudinal and transverse limiting structure
8. Transverse limit stop 9, reinforcing steel bar 10 and door-shaped reinforcing steel bar.
Detailed Description
The utility model is described in further detail below with reference to the following figures and detailed description:
as shown in fig. 1 to fig. 3, the continuous track beam structure on a high-speed magnetic levitation transportation large-span bridge of the utility model comprises a continuous track beam 5 and a sliding layer 6, which are arranged on a main bridge and approach bridges on two sides; a sliding layer 6 is laid on the lower portion of the continuous track beam 5 on the main bridge 4, so that the track beam and the main bridge can freely slide along the longitudinal direction; the two sides of the continuous track beam 5 are provided with transverse limit stop blocks 8 which limit the vertical displacement and the transverse displacement of the track beam and ensure the stability of the continuous track beam 5; a longitudinal and transverse limiting structure 7 is arranged between the continuous track beam 5 and the approach bridge 3 and used for anchoring the continuous track beam 5.
The longitudinal and transverse limiting structure 7 is a concave-convex limiting structure, is composed of a groove and a boss, and is arranged on the bridge floor of the approach bridge 3 at certain intervals.
And a bridge movable support 1 and a bridge fixed support 2 are arranged on the approach bridge and the main bridge. The main bridge 4 and the approach bridges 3 on the two sides are of a longitudinal continuous structure, the continuous track beams 5 are continuously poured by concrete, and can also be prefabricated short track beams, and the short track beams are longitudinally connected through tensioning locking pieces. When the track beam adopts a cast-in-place form, the boss can be naturally formed along with the pouring of the continuous track beam 5; when the track beam adopts the prefabrication form, form unsmooth limit structure 7 through the concrete of cast-in-place certain thickness between prefabricated track beam and the approach bridge, the pre-buried door type reinforcing bar 10 of track beam lower part forms an organic whole with cast-in-place concrete layer, improves overall stability.
The sliding layer 6 is made of a metal plate with a layer of sliding film or smooth surface sandwiched between two layers of geotextile.
Example (b):
by taking the main bridge temperature span of 200m as an example, the beam joint is designed to be 200mm, the maximum temperature variation amplitude of the beam body affected by the outside is +/-20 ℃, the maximum expansion and contraction quantity of the main bridge end affected by the temperature is +/-40 mm, the beam joint variation range is 160 mm-240 mm, and the requirement of 90-100 mm of the stator gap between the main bridge and the bridge approach gap can not be met.
In this example, a smooth-surfaced steel plate is laid between the continuous track beam and the main bridge to realize free sliding of the continuous track beam and the main bridge in the longitudinal direction. Set up unsmooth limit structure between continuous type track roof beam and approach bridge, influenced by temperature change, certain temperature power can be gathered to continuous type track roof beam inside. Through analysis, the temperature force is only related to the section area and the temperature change amplitude of the continuous track beam and is not related to the length of the continuous track beam, and the following formula is adopted for calculation.
In the formula:αtaking the linear expansion coefficient of the concrete material as 1 multiplied by 10-5；EThe elastic modulus of the concrete material is 3.25 multiplied by 104MPa；AThe area of the section of the continuous track beam;ΔTis the temperature variation amplitude.
In this example, the cross-sectional area of the continuous track beamADesign value 1.1m2Maximum amplitude of change of temperatureΔTIs 20 ℃. The maximum temperature force generated inside the continuous track beam under the influence of temperature is 7150kN through calculation, and the force is used as a main force to carry out reinforcement design on the track beam.
In this example, the length of the approach bridge is 30m, the design size of the concave-convex limiting structure on the approach bridge is 0.5m (length) × 1m (width) × 0.3m (height), and the concave-convex limiting structure is arranged at 3m intervals in the longitudinal direction, and 10 groups are arranged. The temperature force shared by each group of concave-convex limiting structures is 715kN, and the force is used as the main force to carry out reinforcement design on the boss.
The temperature force generated inside the continuous track beam is finally transmitted to the approach bridge through the concave-convex limiting structure, and the influence of the temperature force needs to be considered during the design of the approach bridge.
It should be noted that the protection scope of the present invention is not limited to the above specific examples, and the object of the present invention can be achieved by substantially the same structure according to the basic technical concept of the present invention, and embodiments that can be imagined by those skilled in the art without creative efforts belong to the protection scope of the present invention.
Claims (6)
1. A continuous track beam structure on a high-speed magnetic levitation traffic large-span bridge is characterized by comprising a continuous track beam (5) and a sliding layer (6), wherein the continuous track beam (5) and the sliding layer are arranged on a main bridge and approach bridges on two sides; a sliding layer (6) is laid on the lower portion of the continuous track beam (5) on the main bridge (4), and transverse limit stops (8) are arranged on two sides of the continuous track beam (5) to limit vertical and transverse displacement of the track beam; a longitudinal and transverse limiting structure (7) is arranged between the continuous track beam (5) and the approach bridge (3) to anchor the continuous track beam (5).
2. The continuous track beam structure on the high-speed magnetic levitation transportation large-span bridge as claimed in claim 1, wherein the longitudinal and transverse limiting structures (7) are arranged on the bridge deck of the approach bridge (3), and the longitudinal and transverse limiting structures (7) are concave-convex limiting structures.
3. The continuous track girder structure on the high-speed magnetic suspension traffic large-span bridge according to claim 1, characterized in that the continuous track girder (5) of the main bridge (4) and the approach bridges (3) at two sides is a longitudinal continuous structure, and the continuous track girder (5) is continuously cast by concrete.
4. The continuous track beam structure on the high-speed magnetic suspension traffic large-span bridge according to claim 1, characterized in that the continuous track beams (5) of the main bridge (4) and the approach bridges (3) on two sides are of a longitudinal continuous structure, the continuous track beams (5) are prefabricated short track beams, and the short track beams are longitudinally connected through a tensioning locking piece.
5. The continuous track beam structure on the high-speed magnetic suspension traffic large-span bridge according to claim 1, characterized in that the material of the sliding layer (6) is a layer of sliding film or a smooth-surfaced metal plate sandwiched between two layers of geotextile.
6. The continuous track beam structure on the high-speed magnetic levitation transportation large-span bridge as claimed in claim 1, wherein the transverse limit stops (8) are arranged on the main bridge (4) at equal intervals, and the transverse limit stops (8) are connected with the main bridge (4) through embedded steel bars (9) in the main bridge (4).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120955003.6U CN215801026U (en) | 2021-05-06 | 2021-05-06 | Continuous track beam structure on high-speed magnetic suspension traffic large-span bridge |
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| CN202120955003.6U CN215801026U (en) | 2021-05-06 | 2021-05-06 | Continuous track beam structure on high-speed magnetic suspension traffic large-span bridge |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113089481A (en) * | 2021-05-06 | 2021-07-09 | 中国铁路设计集团有限公司 | Continuous track beam structure on high-speed magnetic levitation traffic large-span bridge |
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- 2021-05-06 CN CN202120955003.6U patent/CN215801026U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113089481A (en) * | 2021-05-06 | 2021-07-09 | 中国铁路设计集团有限公司 | Continuous track beam structure on high-speed magnetic levitation traffic large-span bridge |
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