834results about "Railway tracks" patented technology

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 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 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.

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.

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.

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

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.

The invention discloses a permafrost roadbed structure design method based on railway long-term deformation control, which comprises the following steps of: carrying out comprehensive investigation and physical and mechanical property analysis on frozen soil through geological plotting, geological drilling and comprehensive geophysical prospecting; according to investigation and analysis results, determining layered distribution characteristics of the permafrost of the foundation; according to the layered distribution characteristics of the permafrost of the foundation, parameters of a roadbed structure are set; calculating and analyzing the cooling capacity demand of the permafrost roadbed; setting a railroad bed deformation control standard; and according to the cooling capacity requirement and the railway roadbed deformation control standard, combining the parameters of the roadbed structure, and designing to obtain the hot rod roadbed structure. The scientific and intelligent permafrost hot rod roadbed design method can be realized, long-term deformation control and dynamic adaptability guarantee is provided for railway engineering in cold regions, the operation and maintenance cost is reduced, and the service life of the roadbed is prolonged.

A rail transit steel rail vibration and noise reduction device comprises damping modules with damping vibration reduction functions, resonance modules with vibration absorption functions and clamps, and is characterized in that the damping modules are symmetrically attached to the two sides of a steel rail and extend to a rail bottom from a rail web, and the clamps are fixed to the damping modules and stretch across the rail bottom to hoop the damping modules to the steel rail; the resonance module is arranged in the longitudinal direction of the steel rail and detachably installed on the damping module, and the clamp and the resonance module are in longitudinal positioning fit with the damping module respectively. The positioning reliability of the damping module on the steel rail is improved, the reliability of vibration and noise reduction is improved, the resonance module is effectively prevented from loosening and shifting, targeted vibration suppression is carried out according to the vibration working condition of a line where the steel rail is located, directional dominant frequency suppression is achieved, high energy caused by specific excitation frequency is solved, energy consumption is improved, and the service life is prolonged. Steel rail vibration is reduced. The invention further provides a rail transit steel rail vibration and noise reduction method.

The invention relates to the field of roadbed engineering design, in particular to SiO2 aerogel composite geotechnical cloth for a road and a manufacturing method. The composite geotechnical cloth comprises a geotechnical cloth base layer and SiO2 aerogel layers, and the SiO2 aerogel layers are located on the upper face and the lower face or the single face of the geotechnical cloth base layer. The aerogel and the geotechnical cloth are combined, the novel aerogel composite geotechnical cloth can be formed, the material not only has the isolation and reinforcement functions of traditional geotechnical cloth, but also has the functions of heat preservation, heat insulation and seepage prevention, the structural integrity and the mechanical property of the aerogel can be spontaneously recovered in the repair cycle through the self-repair function of the aerogel, and the aerogel composite geotechnical cloth can be used as a composite material. The service life can be prolonged and the maintenance cost is reduced.

A telescopic joint suitable for a novel magnetic levitation track comprises main crown rails, auxiliary crown rails and an equipartition connecting rod mechanism, the main crown rails are fixed below flange plates on the two sides of a T-shaped track beam joint, and the auxiliary crown rails are arranged between the main crown rails; a transverse slide way and two longitudinal slide ways are arranged in the middle of the top face of the auxiliary crown rail, and the two longitudinal slide ways are symmetrically distributed on the two sides of the transverse slide way. The equally-divided connecting rod mechanism is a four-connecting-rod mechanism and is arranged on the top of the auxiliary crown rail, hinge points of the four-connecting-rod mechanism are correspondingly connected with the sliding ways in a sliding mode, and the two ends of the four-connecting-rod mechanism are hinged to the top of the front main crown rail and the top of the rear main crown rail respectively. When the main crown rail stretches and retracts along with the T-shaped rail beam, the auxiliary crown rail is driven to move through the equipartition connecting rod mechanism, and gaps between the front end and the rear end of the auxiliary crown rail and the main crown rail are always kept equal. Interference with an electromagnetic module below the bogie of the maglev train can be avoided, and it can be guaranteed that front and rear telescopic gaps of the connector are equal.

The invention discloses a multi-source heat pump system and a control method thereof, and relates to the technical field of road roadbed maintenance equipment. Comprising ground heat source equipment, underground heat source equipment, a first heat exchange part, a second heat exchange part and heat dissipation equipment, the ground heat source equipment and the underground heat source equipment are connected, the first heat exchange part is arranged in the ground heat source equipment, the second heat exchange part is arranged in the underground heat source equipment, the first heat exchange part and the second heat exchange part are both connected with the heat dissipation equipment, and the heat dissipation equipment is used for being buried in a road roadbed. In the first state, an inner cavity of the first heat exchange piece and an inner cavity of the second heat exchange piece both communicate with an inner cavity of the heat dissipation equipment, and the first heat exchange piece and the second heat exchange piece are both in a heat absorption state; and in the second state, the inner cavity of the first heat exchange piece and the inner cavity of the second heat exchange piece are both disconnected from the inner cavity of the heat dissipation equipment, the inner cavity of the first heat exchange piece communicates with the inner cavity of the second heat exchange piece, the first heat exchange piece is in a heat absorption state, and the second heat exchange piece is in a heat dissipation state. The problem that an existing clean energy heat pump system is large in integration difficulty can be solved.

A system and method for supporting and connecting conveyor track sections. The system including a mounting stand including: a base configured to connect with a stable surface; and a plurality of adjustable sections, with at least one of each of the plurality of adjustable sections being adjustable in relation to the base and the track section in at least one of at least 5 degrees of freedom, wherein at least some of the plurality of adjustable sections connect with the track sections. The method including: installing and securing a mounting stand on a stable surface; attaching a temporary clamp to align adjacent track sections; adjusting the mounting stand about at least 5 degrees of freedom to match with the adjacent track sections; connecting the mounting stand to the adjacent track sections while maintaining the alignment provided by the temporary clamp; and releasing the temporary clamp.

The utility model discloses a continuous conductor plate for a magnetic suspension automobile, which comprises a first conductor plate and a second conductor plate which are connected with each other, the end part of the first conductor plate is provided with a first splicing part, the end part of the second conductor plate is provided with a second splicing part, and the shapes of the first splicing part and the second splicing part are complementary. And the first splicing part and the second splicing part are spliced together to form a continuous conductor plate. When the magnetic wheel of the magnetic suspension automobile passes through the gap between the conductor plates, the first conductor plate provides an eddy current field before passing through the gap, and the second conductor plate provides an eddy current field after passing through the gap, so that the continuity of eddy current is ensured, and the operation efficiency of the whole system of the magnetic suspension automobile and the conductor plates is improved.

The utility model discloses a local variable stiffness enhanced welding stud shear connector and a steel-concrete combined track beam. The connector comprises a thickened bottom rod, a slender middle rod and a cylindrical head which are connected in sequence, the diameter of the thickened bottom rod is greater than that of the slender middle rod; the cylindrical head is larger in diameter than the elongated middle rod. The steel-concrete combined track beam comprises a UHPC cast-in-place bridge deck slab, a local variable stiffness enhanced welding stud shear connector and a track steel beam, and the local variable stiffness enhanced welding stud shear connecting piece is welded on the top surface of the track steel beam and is used for connecting the track steel beam with the UHPC cast-in-place bridge deck at the upper part. The connecting piece has the advantages of being suitable for the steel-concrete combined track beam and aiming at solving the problems that a traditional shearing force connecting piece is insufficient in shearing bearing capacity under the complex dynamic load environment, a concrete panel is prone to cracking and the like, and therefore the overall bearing capacity, durability and anti-cracking performance of the track beam are improved, and the quality and efficiency of the cast-in-place construction technology are optimized.

The invention discloses a suspension type electromagnetic propulsion device and a construction method. The suspension type electromagnetic propulsion device comprises two rails which are arranged in parallel, a driving coil and a suspension coil are oppositely arranged on the inner sides of the two rails, a plurality of driving coil mounting grooves are formed in the inner sides of the rails in the length direction of the rails at intervals, and the driving coil mounting grooves are parallel to the cross sections of the rails. The driving coil is vertically installed in the driving coil installation groove, the multiple suspension coils are installed on the inner side of the track in the length direction of the track at intervals, and the driving coil installation groove and the driving coil are arranged between the suspension coils. The track is simplified, and the driving coil is simple in assembly process and convenient to replace; when the polar distance is large, waste of transverse edges of the driving coil can be effectively reduced, and the utilization rate of the driving coil is improved.

The low-speed maglev large-span bridge end super-large displacement track row expansion device is used to realize high-precision maglev track and foundation structure deformation coordination control, and well solves the expansion deformation of the bridge end super-large displacement caused by temperature difference. The track row structure unit is continuously arranged from the main span side pier to the boundary pier on the top surface of the bridge body, the longitudinal front end of the first track row structure unit is anchored and connected with the main span beam body through the anchoring device, and the last track row structure unit longitudinally spans the super-large beam joint. The main body of the track row structure unit includes the bearing rail beam segment and the frame type track row unit, the bearing rail beam segment is integrated with the main span beam body, the frame type track row unit is installed on the bearing rail beam segment through the elastic strip fastener, and the bearing rail beam segment and the frame type track row unit are provided with longitudinal expansion structure and vertical and horizontal limiting structure. A pair of F-shaped guide rails are fixedly installed on the top surface of the frame type track row unit in transverse direction, and the wing plate joint is arranged between the longitudinally adjacent F-shaped guide rails.

The utility model discloses a light overhead roadbed structure which comprises an upper main body structure, the upper main body structure is in a segment type, an expansion joint is arranged between the adjacent upper main body structures in the line direction, the lower end of the upper main body structure is provided with a joist structure connected with the upper main body structure, and the joist structure is supported by a pile structure. And thick broken stone hardcore layers in contact with the upper main body structure are further paved between the beam structures. The middle of the overhead roadbed structure is hollow, the overhead roadbed structure has the advantages of being small in filler amount, light in weight, small in soil body additional stress and capable of remarkably reducing post-construction settlement caused by the additional stress. The overhead roadbed structure is small in structural size in the cross section direction, has the advantage of being small in occupied area, and can save land. The overhead roadbed structure adopts a foundation form of the joists and the cast-in-situ bored piles, has the characteristics of high stability and strong lateral deformation resistance, and is safe and reliable in structure.