1136results about "Railway tracks" patented technology

The invention discloses an intelligent heating geogrid-based roadbed settlement and frozen soil plasticity prediction system, which comprises an intelligent heating geogrid, a data acquisition unit, an intelligent heating control unit, a moisture content calculation unit and an analysis prediction unit, the intelligent heating control unit performs starting control on the heating resistance wire according to a soil body temperature value collected by the optical fiber temperature sensor so as to heat the self-heating steel pipe, the self-heating steel pipe heats the soil body, and the moisture content calculation unit calculates the moisture content of the soil body according to a temperature rise value of the soil body in unit time. And the analysis and prediction unit predicts roadbed settlement and frozen soil plasticity according to the soil moisture content and the grating dependent variable. The self-heating steel pipe is installed on the grating body, the water content of the soil body is monitored in real time while the soil body is heated, the subgrade settlement state and the frozen soil plastic characteristics are accurately predicted according to the collected data, and therefore scientific support is provided for safety evaluation and maintenance of subgrade engineering.

The present invention discloses an embedded maglev rail vehicle maintenance device and a rail system thereof, and relates to the technical field of rail vehicle maintenance. The technical solution provided by the present invention couples a rail and a jacking unit for specifically performing a jacking action. The jacking unit can move vertically and extend out of a section of a power supply rail, thereby jacking up an embedded maglev rail vehicle that falls on the power supply rail, or sinking into / leveling two adjacent sections for the embedded maglev rail vehicle to directly enter. The maglev rail vehicle can be jacked up after moving onto the rail, and the operation efficiency is higher. The present invention is particularly suitable for maintenance equipment.

The invention discloses a quasi-zero stiffness vibration double-control device based on metamaterials, and relates to the technical field of vibration isolation and vibration reduction control. The device comprises a vertical vibration isolation structure, a horizontal vibration isolation layer, a middle plate, an upper connecting plate and a lower connecting plate, the vertical vibration isolation structure is connected to the top face of the horizontal vibration isolation layer, and the device is characterized in that the vertical vibration isolation layer is composed of a plurality of quasi-zero-stiffness metamaterial cell elements which are horizontally and evenly distributed, and each quasi-zero-stiffness metamaterial cell element comprises a buckle mechanism and a wave-shaped beam mechanism; the negative stiffness generated in the movement process of the buckle mechanism and the positive stiffness generated in the loading process of the wave-shaped beam mechanism counteract each other, and a quasi-zero stiffness mechanism is formed. According to the quasi-zero-stiffness metamaterial cell element, the initial stiffness of the quasi-zero-stiffness metamaterial cell element can be changed by adjusting the pre-tightening force of the bolts, so that the vertical bearing capacity is changed, different engineering requirements are met, the problem that low-frequency vibration isolation of a traditional vibration isolation device fails is solved, and the quasi-zero-stiffness metamaterial cell element is particularly suitable for meeting the earthquake and vibration dual-protection requirements of rail transit upper cover buildings.

The invention provides a maglev traffic track connecting structure, a maglev traffic track and a construction method of the maglev traffic track. The connecting structure comprises a penetrating type sleeve, a long bolt, an elastic cushion set and a fastening assembly. The penetrating type sleeve penetrates in the thickness direction of the concrete cover plate. The long bolt sequentially penetrates through the track, the penetrating type sleeve and the induction iron core. The elastic pad set comprises a first elastic pad arranged between the top end of the penetrating type sleeve and the induction iron core and a second elastic pad arranged between the bottom end of the penetrating type sleeve and the track. The fastening assembly comprises a nut in threaded fit with the end of the long bolt, and the rail and the induction iron core are fixed to the upper side and the lower side of the concrete cover plate by screwing the nut. The connecting structure is simple and reliable, good in stress condition and convenient to operate and maintain. On one hand, the track is tightly attached to the bottom end face of the concrete cover plate, the stress condition of the long bolts is good, and shear failure is not prone to occurring. And on the other hand, on the basis of realizing adjustable precision, the replacement difficulty and cost of the induction iron core and the track are relatively low.

The utility model discloses a composite reinforced earth retaining wall suitable for a high-speed railway embankment, which comprises a foundation bed surface layer, a foundation bed bottom layer and an embankment body below the foundation bed bottom layer, two sides of the foundation bed bottom layer are filled with first soil bodies, and two sides of the embankment body below the foundation bed bottom layer are filled with second soil bodies. A filler wrapping body and a gravel wrapping body are arranged on the outer side of the first soil body and the outer side of the second soil body, a cast-in-place concrete face plate is arranged outside the gravel wrapping body, an integral face plate and a foundation bed bottom layer are arranged outside the cast-in-place concrete face plate, and geotechnical material tie bars are arranged in the portion, below the foundation bed bottom layer, of the embankment body. The geotechnical material tie bars comprise full-length geotechnical material tie bars and symmetrical geotechnical material tie bars. The full-length geotechnical material tie bars are arranged in the foundation bed bottom layer, and the symmetrical geotechnical material tie bars are arranged in the embankment body below the foundation bed bottom layer. The composite reinforced earth retaining wall has the advantages of being high in strength, large in rigidity, small in occupied area, convenient to construct, environmentally friendly and the like, post-construction settlement can be better controlled, and later operation and maintenance are facilitated.

The present invention discloses a system and method for preventing and controlling frost heave damage in railway subgrades adapted to severe cold climates. This system belongs to the field of seasonal frozen soil engineering technology. The prevention and control system includes several ground-source heat pump devices consisting of heating units, heating pipes, heat collecting pipes, and a detection assembly. Several heating units are arranged at the foot of the subgrade slope along the length of the railway. The heating pipes are laid in the frost heave development layer of the subgrade, and the heat collecting pipes are installed in the stable layers of the foundation on both sides of the subgrade. A heat carrier circulates through the pipeline consisting of the heating pipes, heating units, and heat collecting pipes. Temperature sensors, pressure sensors, and displacement sensors are used to monitor the subgrade freezing temperature, heat carrier temperature, compressor intake and exhaust pressures, and track deformation, respectively. A control assembly receives signals from the detection assembly and controls the operating mode of the heating units. The present invention ensures rapid compressor superheat establishment during startup in severe cold environments and rationally controls the compressor exhaust temperature range and operating mode during normal operation.

The invention relates to the technical field of railway track shock absorbers, in particular to a self-adjusting type railway track anti-sedimentation shock absorber which comprises a track body, a sleeper is installed at the top of the track body, a base plate is installed at the top of the sleeper, and a steel rail is fixedly installed at the top of the base plate through a fixing piece. A longitudinal damping mechanism is arranged at the top of the rail body, a transverse damping mechanism is arranged on the surface of the sleeper, and an adjusting mechanism is arranged between the longitudinal damping mechanism and the transverse damping mechanism. Through transmission structures such as a sliding block, the positions of a damping spring and a magnet can be automatically adjusted according to the weight, the running state and the vibration direction of a train; when the steel rail bears longitudinal pressure, the damping liquid and the damping spring cooperate for damping, and when the steel rail bears transverse force, the damping spring and the magnet repulsive force cooperate for energy dissipation and damping, and safe and stable operation of the rail is guaranteed in an all-around mode.

The invention discloses a railway roadbed frost heaving disease prevention and control system and method adapting to severe cold climate, and belongs to the technical field of seasonal frozen soil engineering.The prevention and control system comprises a plurality of ground source heat pump devices composed of heating units, heat supply pipes, heat collection pipes and detection assemblies, and the heating units are arranged at the slope toe position of a roadbed in the length direction of a railway; the heat supply pipe is laid on a frost heaving development layer of a roadbed, the heat collecting pipes are arranged on stable layers of the roadbed on the two sides of the roadbed, and the heat-carrying agent circularly flows in a pipeline composed of the heat supply pipe, the heating unit and the heat collecting pipes. A temperature sensor, a pressure sensor and a displacement sensor are used for monitoring the roadbed freezing temperature, the heat-carrying agent temperature, the suction and exhaust pressure of a compressor and the deformation amount of a track; and the control assembly receives a signal of the detection assembly and controls the operation mode of the heating unit. According to the method, rapid establishment of the superheat degree of the compressor in the starting stage in the severe cold environment and reasonable control over the exhaust temperature range and the operation mode of the compressor in the normal operation stage can be guaranteed.

A monitoring system having a track; a cart carrying at least one monitoring device and a power supply; and a propulsion system for moving the cart along the track. the monitoring system scanning an area alongside the track.

An adjustable spacer for adjusting the spacing between two bodies includes a first rotatable indexing mechanism configured to rotate in a first rotational direction; and / or a second rotatable indexing mechanism configured to rotate in a second rotational direction opposite the first rotational direction; wherein rotation of the first rotatable indexing mechanism by a given angular rotation in the first rotational direction changes a length of the adjustable spacer along the rotational axis by a first length, and rotation of the second rotatable indexing mechanism in the second direction by the same given angular rotation about the rotational axis changes the length of the adjustable spacer along the rotational axis by a second length.

The invention relates to a sound absorber (1) for a traffic route noise protection wall, wherein the sound absorber (1) comprises at least one plastic foam board (2). According to the invention, a first surface (3) of the plastic foam board (2) has a predeterminable number of sound absorber recesses (4) for predetermination of the absorption behavior with a predeterminable frequency response, wherein each of the sound absorber recesses (4) extends only through part of the thickness (5) of the plastic foam board (2).

The present disclosure relates to a goods picking and conveying device, a goods picking system and a goods picking method. The conveying device includes a container configured to accommodate goods; a track arranged on a suspended ceiling of a warehouse to guide the container to move; and a container scanning controller configured to identify the container running on the track, and obtain conveying information of the container according to an identification result, and cause the container to move to a corresponding check station according to the conveying information of the container.

The present invention relates to the technical field of prefabricated elevated stations. Disclosed are a self-balancing modular fully-prefabricated elevated station transition structure construction method and a structure. The construction method comprises the following steps: constructing precast pipe piles and a precast pile cap; executing concrete backfilling; installing a pier column and connecting same to the pile cap; installing a Y-pier cap for executing a connection; installing a precast middle cap beam and precast side cap beams; installing precast steel tubular columns; installing top overhanging precast reinforced concrete cap beams and a precast reinforced concrete middle cross beam; hoisting and installing precast platform slabs and precast arched platform headwalls; installing precast straddle monorail track beams; and installing a precast steel structure canopy. By using the dual columns to achieve an overhead layer and an upper structure, the present invention reduces the absolute overhanging length, improves the performance of the structure under stress, and reduces the sectional dimensions of components, thus saving the floor area of the pier column to the utmost extent, enhancing the applicability of station structures in a wider range of various urban environments, and improving the universality of the structure.

The invention discloses a superconducting magnetic levitation U-shaped track beam and a preparation method thereof, and belongs to the technical field of bridge engineering.The superconducting magnetic levitation U-shaped track beam is used for running of a magnetic levitation train with superconducting coils arranged on the two sides of a train body, and the track beam comprises a plurality of track beam sections which are sequentially spliced in the longitudinal direction; each track beam section comprises a main beam body and two side plates arranged on the two transverse sides of the main beam body respectively, the two side plates and the main beam body are integrally formed to form a U-shaped beam body structure, a maglev train can run in the U-shaped beam body, mounting grooves are formed in the inner side wall faces of the two side plates and used for mounting ground coils, and the invention further provides a preparation method of the superconducting maglev U-shaped track beam. The superconducting magnetic levitation U-shaped track beam is formed by splicing the multiple track beam sections, the main beam body and the two side plates in the track beam sections are integrally formed, the number of joints of the track beam is greatly reduced, the smooth performance of the track beam is guaranteed, and the overall stability of a magnetic levitation track system is improved.

The invention belongs to the technical field of rail transit equipment, and provides a vibration damping device for rail transit, which comprises a vibration damping seat, the top of the vibration damping seat is vertically connected with a rail in a sliding manner, and a bearing vibration damping assembly is arranged between the rail and the vibration damping seat; the two sets of main vibration reduction assemblies are arranged on the two sides of the rail correspondingly, each main vibration reduction assembly comprises an eccentric block arranged in a vibration reduction base, a rotary driving mechanism is arranged between the eccentric block and the bearing vibration reduction assembly, and the rotary driving mechanism drives the eccentric block to swing in a reciprocating mode when the rail vibrates up and down; the hydraulic vibration reduction mechanism is in transmission connection with the rotary driving mechanism, a secondary vibration reduction part is arranged in the hydraulic vibration reduction mechanism and corresponds to the eccentric block, and when the amplitude of the track is too large, the eccentric block abuts against the secondary vibration reduction part to increase damping of the hydraulic vibration reduction mechanism. The damping device can adapt to different vibration intensities, can automatically enhance damping force under the large-amplitude working condition, and provides a better vibration reduction effect.

The invention provides a wheel rail-permanent magnet electric fusion type maglev rail traffic system, which relates to the field of rail traffic and is characterized in that guide rails are arranged on sleepers, a frame moves along the guide rails, guide wheels are mounted at the bottom of the frame and are in contact with the guide rails, and the frame is guided to advance or retreat along a preset direction through the contact between the guide wheels and the guide rails. The stator is arranged on the side of the guide rail, and the rotor is arranged on the frame and parallel to the stator axis. When the stator is electrified, an alternating magnetic field can be generated, and the mover is subjected to the action of electromagnetic force under the action of the magnetic field, so that the frame is pushed to move along the guide rail, and the operation of the rail transit system is realized.

The utility model provides a local resonance type phononic crystal primitive cell which comprises a silicon rubber base body serving as an outer ring, a steel scatterer is arranged in an inner cavity of the silicon rubber base body, and the steel scatterer and the silicon rubber base body are connected and fixed through a soft material wrapping layer. The four spring mass subsystems are nested in the steel scattering body; a soft material wrapping layer is arranged on the side wall of the inner cavity of the silicone rubber base body. According to the utility model, a plurality of complete and directional band gaps in a low-frequency range can be effectively formed, and low-frequency elastic waves are effectively inhibited; the hollow and height difference design is adopted among the external silicon rubber base body, the steel scatterer and the spring mass subsystem, so that the vibration damping material has a sufficient deformation space to play a vibration damping role; the steel scatterer, the spring mass subsystem and other structures ensure that the anti-vibration pad has an enough supporting effect, band gap regulation and control of the local resonance type photonic crystal can be effectively achieved through material selection flexibility, and low-frequency vibration control of different frequency bands is achieved.

The utility model relates to a structure for changing an existing railway bridge into a rigid roadbed. The structure comprises a pile foundation, a bearing platform, a bearing platform top retaining wall and a filling steel plate. The pile foundation and the bearing platform are located below an existing bridge girder, the existing bridge girder is separated from an original support after being lifted, and a filling steel plate is inserted between the bottom of the existing bridge girder and the bearing platform. The bearing platform top retaining walls are located on the two transverse sides of the existing bridge girder and located on the top of the bearing platform, and early-strength micro-expansion concrete is poured on the upper portion of the bearing platform, the inner sides of the bearing platform top retaining walls and the lower portion of the existing bridge girder. According to the utility model, two structures of a bridge and a roadbed are reasonably integrated, the structure is novel, the stress is reasonable, the improved structure has better overall performance, the stress and deformation requirements of the turnout structure can be better met, the purpose of inserting the turnout into the existing railway bridge transition area can be completed under the condition of not interrupting the railway operation, and the construction efficiency is improved. The influence of the existing railway wiring reconstruction project on traffic operation is greatly reduced, and the construction period is shortened.

Described is a hybrid transportation system with hybrid vehicles (H-vehicles) that can travel on pavement (or off-road), then transition to railroad track travel, and then later transition back onto pavement without stopping or requiring an operator to exit the vehicle. At static rail junctions (with no moving switch parts) the H-vehicle selects its outgoing track. Turns at passive junctions are made by applying lateral force which may be applied using multiple methods including side roller diverters and steering. Separate road wheels and rail wheels may be employed on an H-vehicle, or a combination wheel can be used with concentric road and rail wheel components. Combination wheels may be locked together or unlocked with relative rotational angular velocities. Transition between road and rail travel is facilitated using transition spans which connect roads to rails. Improved rail-only vehicles (R-) vehicles and junctions are also described.

The invention provides a truss type steel structure magnetic levitation track panel, a track and a manufacturing method. The track panel is of a steel bolting modular truss track structure and is provided with at least three sleepers which are transversely distributed at intervals in parallel at equal intervals; the bottoms of the two ends of the sleeper are longitudinally bolted with n-shaped rails respectively; induction plate iron cores and skid rails are longitudinally mounted at the tops of the two ends of the sleepers respectively; a plurality of supporting pieces are longitudinally and uniformly distributed between adjacent sleepers, and the top ends of the supporting pieces are bolted with induction plate iron cores and skid rails; the induction plate iron core is modularly and detachably provided with a driving surface induction plate, and the skid rail is modularly and detachably provided with a skid plate; two magnetic pole faces are integrated at the bottom of the n-shaped rail, and a detection face is arranged between the magnetic pole faces. The device is stable and reliable in structure, convenient to maintain, excellent in adaptability, 100% in-plant prefabrication rate, reduced in installation linear control difficulty, improved in construction efficiency, reduced in maintenance cost and replacement cost, and suitable for popularization.

A side-mounted outer locking frame heating strip fixing device comprises a U-shaped side-mounted fixing plate, a heat conduction cushion block and a front pressing plate. The U-shaped side-mounted fixing plate is mainly composed of a left fixing plate, a front fixing plate and a right fixing plate, and the front fixing plate is provided with a fixing hole connected with a bolt on the outer locking frame; the left fixing plate is provided with a first fixing clamp used for fixedly pressing a handle of the U-shaped heating strip on the left side face of the outer locking frame, and the right fixing plate is provided with a second fixing clamp used for fixedly pressing the right side portion of a U-shaped heating strip body on the right side face of the outer locking frame. The heat conduction cushion block is fixedly connected to the front side face of the front fixing plate through the front face pressing plate through screws, and the front side portion of the U-shaped heating strip body is located between the front face pressing plate and the heat conduction cushion block. The outer locking frame is convenient to install on site, the heating strip can be tightly attached to the outer locking frame, the heating effect is good, an existing bolt of the outer locking frame can be used for installation, the original structure of the outer locking frame is not affected, and normal action of the locking rod is not affected.

The invention provides a high fill roadbed settlement prediction method, and belongs to the technical field of engineering construction.The method comprises the steps that firstly, a large test box interface test system is established, and a 4 * 4 sensor monitoring network is arranged on the interface of filler and a foundation soil layer; the influence of different parameter combinations on interface mechanical properties is researched through a parameter change experiment system, and a parameter database is established; obtaining actual measurement data of typical engineering and determining a calibration coefficient; establishing an interface element model, and obtaining an interface friction angle, cohesion and rigidity parameters; calculating the deformation of each layer by adopting a layered accumulation method; introducing a time effect correction factor to consider consolidation characteristics; the slip influence is evaluated through an interface slip test, and the prediction deviation caused by neglecting the interface effect in a traditional method is corrected; and finally, constructing a deep learning prediction model, and verifying prediction precision and reliability through actually measured data.

The invention discloses a vibration double-control method based on a three-dimensional variable-stiffness vibration isolation support. The vibration double-control method comprises the steps that an initial value is calculated; a vertical rigidity adjusting step; a bidirectional rigidity adjusting step; wherein the step of calculating the initial value further comprises the step of calculating the vertical displacement of the three-dimensional variable-stiffness vibration isolation support, and the step of adjusting the vertical stiffness is used for determining a first-order vertical stiffness final value of the three-dimensional variable-stiffness vibration isolation support through vibration control analysis. The bidirectional rigidity adjusting step is used for determining the final values of the second-order vertical rigidity, the horizontal rigidity and the damping coefficient of the three-dimensional variable-rigidity vibration isolation support through rare earthquake analysis. By means of the method, the vertical rigidity, the horizontal rigidity and the damping coefficient of the three-dimensional variable-rigidity vibration isolation support can be accurately obtained, and subway vibration control and earthquake control can be more accurately conducted on a building structure at the same time. The invention further provides a three-dimensional variable-stiffness vibration isolation support.

A noise damper for reducing noise from a vibrating element which vibrates at a vibrational frequency, wherein the noise damper is configured to be in contact with the vibrating element such that when the noise damper is in contact with the vibrating element a noise amplitude at a point in a surrounding of the vibrating element is given by an attenuation factor times the noise amplitude at the point in the surrounding when the noise damper is disconnected from the vibrating element, the noise damper comprising: a polymer matrix, the polymer matrix being in a solid phase and forming a shape; a plurality of hollow particles dispersed in the polymer matrix, each hollow particle having a shell encapsulating a gas filled cavity, each hollow particle having a hollow particle size, and the plurality of hollow particles being dispersed at a hollow particle concentration in the polymer matrix; wherein the hollow particle size and the hollow particle concentration are configured to set the attenuation factor below an attenuation factor threshold at the vibrational frequency of the vibrating element, the hollow particle size being in a range wherein the largest dimension is between 20 μm and 2000 μm.

To enable a user to access a station without crossing a track.SOLUTION: This track traffic system comprises a track including a travel path with which a running wheel can come into contact, and a guide rail that guides a traveling direction of a vehicle by being in contact with a guide wheel outside the running wheel in a width direction. The track includes a plurality of single-line station sections in which a first travel path which is the travel path is disposed and which has a station facing only the first travel path, a double-line section in which the first travel path and a second travel path which is the travel path disposed in parallel with the first travel path to move the vehicle in a reverse direction of the first travel path are arranged, and a branch section which has a branch path for changing a travel destination of the vehicle between the first travel path and the second travel path and which is adjacent to the single-line station sections. The guide wheel is disposed only on one side in the width direction with respect to the vehicle body.SELECTED DRAWING: Figure 1

Described is a hybrid transportation system with hybrid vehicles (H-vehicles) that can travel on pavement (or off-road), then transition to railroad track travel, and then later transition back onto pavement without stopping or requiring an operator to exit the vehicle. At static rail junctions (with no moving switch parts) the H-vehicle selects its outgoing track. Turns at passive junctions are made by applying lateral force which may be applied using multiple methods including side roller diverters and steering. Separate road wheels and rail wheels may be employed on an H-vehicle, or a combination wheel can be used with concentric road and rail wheel components. Combination wheels may be locked together or unlocked with relative rotational angular velocities. Transition between road and rail travel is facilitated using transition spans which connect roads to rails. Improved rail-only vehicles (R-) vehicles and junctions are also described

The present invention is in the field of a National Individual Floating Transportation Infrastructure (NIfTI) wherein floating vehicles can travel by magnetic levitation and propagation. The vehicles can travel at a controllable height above the existing, albeit modified, road infrastructure and at relatively high speeds.

The invention relates to the technical field of roadbed consolidation and settlement, and discloses a railway roadbed soil foundation consolidation and settlement construction structure which comprises a valve plate and a filler base layer, the filler base layer is arranged on the top face of the valve plate, a surface layer is arranged on the top face of the filler base layer, slope protection plates are arranged on the side faces of the two sides of the filler base layer correspondingly, and the valve plate is arranged on the surface layer. And a plurality of pile heads which are uniformly distributed are fixedly mounted on the bottom surface of the valve plate. The detection sleeve, the detection plate, the connecting rod, the rotating sleeve and the infrared transmitting and receiving device are arranged in the filler base layer, accurate monitoring of subgrade settlement is achieved, when the filler base layer settles, the detection plate presses and drives related parts to rotate, and finally the receiving relation between an infrared transmitter and a receiver is changed, so that the subgrade settlement is accurately monitored. According to the design, the precision of settlement monitoring is improved, the timeliness of early warning is also ensured, and a worker can quickly respond and take measures.

The invention discloses a permafrost railway roadbed structure design method based on an adsorption type all-season hot rod. The permafrost railway roadbed structure design method comprises the steps that the solar radiation intensity and the annual average ground temperature distribution of permafrost in a target area are evaluated; measuring frozen soil active layer thickness, frozen soil ice content space distribution and frozen soil thermophysical parameters; establishing a refrigeration power model of the adsorption type hot rod, and calibrating the refrigeration efficiency of the adsorption type hot rod; according to the calibrated refrigeration efficiency of the adsorption type hot rod, designing layout parameters of the adsorption type all-season hot rod in the roadbed; according to temperature rise prediction, the refrigeration power model is corrected, and parameters of the adsorption type all-season hot rod are dynamically adjusted; and carrying out a hot rod roadbed prototype test, and carrying out dynamic regulation and control on parameters of the adsorption type all-season hot rod. The limitation that a traditional siphon type hot rod only works in winter is broken through, it is ensured that the roadbed keeps the low-temperature heat dissipation capacity under different climate conditions all the year round, and the heat stability of the railway roadbed in the permafrost region is greatly improved.

The invention provides a beam end large-displacement stretching and retracting and rail temperature adjusting integrated device of a maglev traffic bridge. The beam end large-displacement stretching and retracting and rail temperature adjusting integrated device comprises a first fixed F rail section, a second fixed F rail section, an F rail length adjusting section and a steel sleeper distance adjusting device. The second fixed F rail section and the F rail length adjusting section are sequentially connected to the second beam body, the first fixed F rail section is arranged on the first beam body and extends to the second beam body across the beam seam to be connected with the F rail length adjusting section, and the F rail length adjusting section can adjust the length. The steel sleeper distance adjusting device is arranged at a beam seam between the first beam body and the second beam body and located below the first fixed F rail section, the steel sleeper distance adjusting device comprises a plurality of sliding steel sleepers arranged at intervals in the longitudinal bridge direction, and the sliding steel sleepers are in sliding connection with the first fixed F rail section above the sliding steel sleepers. And the distance between the adjacent sliding steel sleepers can be adjusted along with the change of the beam seam. The problem of telescopic displacement of the F rail and the steel sleeper caused by large displacement of the beam body is solved, and the system is simpler and more stable.