Structures for jointing of long-span conventional conduction high-speed maglev bridges and improving the smoothness of track surface

Abstract

The present invention discloses a structure for jointing large-span conventional-guide high-speed maglev bridges driven by gears and improving the smoothness of the track surface. The structure includes: a joint-bearing beam, a cross-beam joint beam unit, and N-1 joint beam units. The joint beam units are slidably supported on the upper surface of the joint-bearing beam and on one side of the cross-beam joint beam unit, forming N beam joints; a push-pull rod is longitudinally slidably arranged on the joint-bearing beam, and one end thereof extends out and is hinged to the beam end of the first bridge. Rack teeth are provided on the opposite surfaces of the push-pull rod and the N-1 joint beam units, and N-1 gear sets are correspondingly provided between the upper and lower rack teeth. The present invention uses a gear mechanical device to automatically drive the conversion of a large expansion amount into several equal small expansion amounts, reducing the change amount of the beam joint gap and the unevenness amount of the beam end corner protrusion, which is very important for improving the running of conventional-guide high-speed maglev trains.

Description

Technical Field

[0001] The invention belongs to the field of beam joint devices for large-span conventional high-speed maglev bridges, and in particular relates to a gear-driven large-span conventional high-speed maglev bridge joint and a structure for improving rail surface smoothness. Background Art

[0002] like Figure 1a -b, the Chinese patent "A large displacement bridge expansion device suitable for high-speed maglev transportation engineering" (authorization announcement number CN 202298456 U, authorization announcement date 2012.07.04) is a clever design, and theoretically has the characteristics of uniform and synchronous expansion and contraction of dispersed small gaps. There are other types of gap devices, all of which have the driving force from the telescopic active end to the other end, and finally transmit it to all the gaps after gradually overcoming the friction force. However, their synchronization is "theoretically" synchronization.

[0003] Moreover, for the prior art listed above, the telescopic device is placed on a non-plane (main beam) with flexural deformation. In this way, during operation, the hinge shaft chain rod system in the prior art device will be subjected to bending from outside the deformation plane. Therefore, the hinge device is prone to mechanical "locking" phenomenon and cause temporary failure, affecting the reliability and durability of the device, which is a potential safety hazard for maglev transportation.

[0004] The above-mentioned hinge system has another disadvantage. When it is transferred from one end to the other end, the tolerance of the hinge will be squeezed in one direction, so that the expansion and contraction at both ends are not equal, causing the system to have very high requirements on the manufacturing accuracy of the hinge, making it difficult to manufacture and repair and maintain.

[0005] In order to enable the maglev train to pass smoothly through the expansion joints of wider bridges, at least one of the three key technologies must be solved: first, effectively avoid the influence of the beam end angle and the beam body flexural deformation; second, actually realize the synchronous driving of the joints and make them as equal as possible; third, avoid the possibility of the small beams in the joints "jumping" when subjected to electromagnetic force due to their light weight. Summary of the invention

[0006] In view of at least one of the above-mentioned defects or improvement requirements in the prior art, especially to solve at least one of the three key technologies: First, effectively avoid the influence of beam-end rotation and beam deflection; Second, synchronously drive and make the split seams as equal as possible; Third, avoid the possibility of the split seam small beams "jumping" when affected by electromagnetic force due to their relatively light self-weight. The present invention provides a structure for split seams of a long-span conventional-guide high-speed maglev bridge driven by gears and improving the smoothness of the track surface. A step-by-step gear transmission mechanical device is used for split seams, and the technical reliability is very high. It realizes the smooth passing of the maglev train through a relatively wide bridge expansion joint. Moreover, while ensuring the realization of split seams, the protruding sharp points generated by the beam-end rotation deformation are smoothed by the cross-beam-seam beam unit, reducing the unevenness of the bridge deck (i.e., the track surface), which is beneficial to the safety and smoothness of high-speed train operation. Through a split-seam load-bearing beam with very high stiffness, placing the split-seam push-rod gear drive system and the split-seam beam unit sliding system on a very flat surface (the upper surface of the split-seam load-bearing beam) can further improve the smoothness of the track surface and provide reliable technical support for it. This is similar to arranging a switch machine on a bridge for high-speed rail, and the bridge deflection must be very small. The greatest advantage of the present invention is the use of precise mechanical devices with high reliability, which provides more guarantee for the realization of a high-speed maglev railway with a speed target of 600 km / h and above.

[0007] To achieve the above object, according to one aspect of the present invention, there is provided a structure for split seams of a long-span conventional-guide high-speed maglev bridge driven by gears and improving the smoothness of the track surface, which includes:

[0008] A split-seam load-bearing beam, arranged between the first bridge and the second bridge;

[0009] A cross-beam-seam beam unit, longitudinally spanning over the total beam seam between the split-seam load-bearing beam and the first bridge;

[0010] N - 1 split-seam beam units, slidably supported on the upper surface of the split-seam load-bearing beam and on one side of the cross-beam-seam beam unit, forming N split beam seams, where N is an integer;

[0011] A push-rod, longitudinally slidably arranged on the split-seam load-bearing beam, with one end extending out and hinged to the beam end of the first bridge. Rack teeth are provided on the opposite surfaces of the push-rod and the N - 1 split-seam beam units, and N - 1 gear sets are correspondingly provided between the upper and lower rack teeth;

[0012] The equivalent transmission ratios of the nth gear set counted from the one farthest from the total beam seam are respectively set such that the longitudinal displacement of the nth split-seam beam unit is equal to n / N of the longitudinal total displacement of the first bridge, where n = 1, 2, 3... N - 1.

[0013] Further preferably, it further includes a channel, embedded in the upper surface of the split-seam load-bearing beam, and the push-rod is slidably arranged in the channel.

[0014] Further preferably, the channel is provided with a limiting member to restrict the upward movement freedom of the push rod.

[0015] Further preferably, the gear set includes a first gear, a second gear, and a third gear;

[0016] The first gear meshes with the upper rack of the push rod; the third gear is coaxially arranged with the first gear; the second gear meshes with the third gear and the lower rack of the split beam unit respectively;

[0017] In the nth gear set, the radius of the second gear is equal to the radius of the third gear and equal to n / N of the radius of the first gear.

[0018] Further preferably, a plurality of push rods are arranged side by side along the transverse direction thereof, and the number of the first gears is the same as the number of the push rods.

[0019] Further preferably, the third gear is arranged between two of the first gears.

[0020] Further preferably, the gear set includes a first gear and a second gear;

[0021] The first gear meshes with the upper rack of the push rod; the second gear meshes with the first gear and the lower rack of the split beam unit respectively;

[0022] In the nth gear set, the radius of the second gear is equal to n / N of the radius of the first gear.

[0023] Further preferably, the longitudinal length of the cross beam split beam unit is greater than the longitudinal length of the split beam unit.

[0024] Further preferably, a tension spring is further included;

[0025] The tension spring is arranged between the cross beam split beam unit and the first bridge.

[0026] Further preferably, a guide rail device is further included, which is installed on the split bearing beam, and the push rod is slidably matched with the guide rail device.

[0027] Further preferably, the split bearing beam shares a side pier with the first bridge, and the split bearing beam shares a pier with the second bridge;

[0028] The split bearing beam is rotatably and fixedly supported on the shared side pier, and the first bridge is slidably supported on the shared side pier;

[0029] The split bearing beam is slidably supported on the shared pier, and the second bridge is rotatably and fixedly supported on the shared pier.

[0030] Further preferably, one end of the cross-beam joint beam unit is rotatably and fixedly supported on the first bridge, and the other end is slidably supported on the joint-bearing beam.

[0031] The above preferred technical features can be combined with each other as long as they do not conflict with each other.

[0032] Generally speaking, compared with the prior art, the above technical solutions conceived by the present invention have the following beneficial effects:

[0033] 1. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness adopts a step-by-step gear transmission mechanical device for jointing, with very high technical reliability, and realizes the smooth passing of the maglev train through a relatively wide bridge expansion joint.

[0034] 2. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness not only ensures the realization of jointing, but also flattens the protruding cusp points generated by the beam end angular deformation through the cross-beam joint beam unit, reducing the unevenness of the bridge deck (i.e., the track surface), which is beneficial to the safety and smoothness of high-speed driving.

[0035] 3. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness avoids the influence of the beam end angular region by setting the joint beam unit away from the large beam joint, and at the same time improves the smoothness of the bridge deck.

[0036] 4. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness can further improve the smoothness of the track surface by placing the joint push-pull rod gear drive system and the joint beam unit sliding system on a very flat surface (the upper surface of the joint-bearing beam) through the joint-bearing beam with very high stiffness, providing a reliable technical guarantee for it. This is similar to the layout of the switch machine on the bridge for high-speed rail, and the bridge deflection must be very small.

[0037] 5. The greatest advantage of the present invention is the adoption of precise mechanical devices with high reliability, which provides more guarantee for the realization of high-speed maglev railways with a speed target of 600 km / h and above.

[0038] 6. The conventional superconducting high-speed maglev has extremely high requirements for the smoothness of the long stator track. Relevant research shows that the maglev bow-shaped frame is greatly affected by the large change in clearance when passing through the pier top, and the electromagnet vibrates greatly. The main reasons are the beam end angle and the beam joint gap. Therefore, the present invention adopts a gear mechanical device to drive and automatically realizes the conversion of a large expansion amount into several equal small expansion amounts, reducing the change amount of the beam joint gap and the unevenness of the beam end angle protrusion, which plays a very important role in improving the driving of the conventional superconducting high-speed maglev train.

[0039] 7. Track smoothness is a key engineering technical issue for the high-speed development of rail transit and even a bottleneck restricting the operation of high-speed trains. For conventional superconducting high-speed maglev, the bridge joint and the beam end rotation angle are the most important technical parameters in bridge design and the core technology of long-span conventional superconducting maglev bridges. The present invention solves this problem, which is of great significance and has broad application prospects.

[0040] 8. The present invention disperses the large expansion joints that cannot be crossed by the conventional superconducting maglev train into small expansion joints that meet the technical requirements and improves the influence of the beam end rotation deformation, thereby reducing the vibration of the electromagnet, which plays a very important role in the riding comfort, safety and stability of the maglev train, and has obvious social and economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1a is an elevation view of the prior art;

[0042] Figure 1b is a plan view of the prior art;

[0043] Figure 2 is a schematic diagram of the overall structure of the long-span conventional superconducting high-speed maglev bridge with gear drive for joint separation and improvement of track surface smoothness in the embodiment of the present invention;

[0044] Figure 3 is Figure 2 the cross-sectional schematic diagram at A-A in;

[0045] Figure 4 is Figure 3 the partial enlarged schematic diagram in;

[0046] Figure 5 is a schematic diagram of the structure of a certain gear of the long-span conventional superconducting high-speed maglev bridge with gear drive for joint separation and improvement of track surface smoothness in the embodiment of the present invention;

[0047] Figure 6 is Figure 2 the enlarged schematic diagram of the first joint separation beam unit and the gear set in;

[0048] Figure 7 is Figure 2 the enlarged schematic diagram of the second joint separation beam unit and the gear set in;

[0049] Figure 8 is Figure 2 the enlarged schematic diagram of the third joint separation beam unit and the gear set in;

[0050] Figure 9 is Figure 2 the enlarged schematic diagram of the fourth joint separation beam unit and the gear set in. DETAILED DESCRIPTION OF THE INVENTION

[0051] To make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The present invention will be further described in detail below with reference to the specific embodiments.

[0052] As a preferred embodiment of the present invention, as Figure 2-9 shown, the present invention provides a structure or construction for the joint and improvement of the track surface smoothness of a large-span normal-conduction high-speed maglev bridge driven by gears. Among them, as Figure 2 shown, it includes:

[0053] A joint-bearing beam 2, arranged between the first bridge 1 (large-span beam or main bridge) and the second bridge 3 (general small and medium-span beam or approach bridge);

[0054] A cross-beam joint beam unit 4, longitudinally spanning over the total beam joint 22 (large beam joint) of the joint-bearing beam 2 and the first bridge 1;

[0055] N-1 joint beam units 5, slidingly supported on the upper surface of the joint-bearing beam 2 and on one side of the cross-beam joint beam unit 4 (for example, through a number of sliding bearings 6), forming a small track beam group in the beam-end expansion joint area and forming N sub-beam joints 19, where N is an integer and the quantity is determined according to the joint requirements. Figure 2 Only N = 5 is used for illustrative purposes; the joint-bearing beam 2 has a relatively large stiffness to ensure the smooth sliding of the joint beam units 5 thereon; obviously, the cross-beam joint beam unit 4 and the joint beam units 5 are used as track beams, and a normal-conduction high-speed maglev track device is provided thereon.

[0056] A push-pull rod 13 is longitudinally slidably arranged on the joint-bearing beam 2, with one end extending out and hinged to the beam end of the first bridge 1. Rack teeth are provided on the opposite surfaces of the push-pull rod 13 and the N-1 joint beam units 5, and N-1 gear sets 12 are correspondingly provided between the upper and lower rack teeth.

[0057] The equivalent transmission ratios of the nth gear set 12 counted from the one farthest from the total beam joint 22 are respectively set such that the longitudinal sub-displacement of the nth joint beam unit 5 is equal to n / N of the longitudinal total displacement of the first bridge 1, where n = 1, 2, 3... N-1.

[0058] Function division: Four joint beam units 5 are used to avoid the influence of the beam-end rotation area and also improve the smoothness of the bridge deck; the push-pull rod 13 and the gear sets 12 are used to synchronously push the joint beam units 5.

[0059] Technical principle: When the system is heated, the first bridge 1 deforms, the total beam joint 22 decreases, and the leftward movement of the first bridge 1 drives the push-pull rod 13 connected to the hinge point 21, and the gear set is started through the teeth on the push-pull rod 13. According to the ratio relationship of the gear radii, the synchronous sub-displacements T1, T2, T3, and T4 of each split beam unit 5 are 1 / 5, 2 / 5, 3 / 5, and 4 / 5 of the total displacement T respectively, so as to equally divide the increased displacement expansion into five parts.

[0060] As Figure 3-4 shown, further preferably, it further includes a channel 11, which is embedded and anchored on the upper surface of the split joint bearing beam 2, and the push-pull rod 13 is slidably arranged in the channel 11.

[0061] Further preferably, the channel 11 has a limiting member 111 to limit the upward movement freedom of the push-pull rod 13, avoiding the split beam unit 5 from jumping out of the channel under the action of electromagnetic force.

[0062] Further preferably, the push-pull rod 13 has an inverted T-shaped cross-section, and the limiting member 111 is in a convex shape and is stuck on the horizontal convex of the inverted T.

[0063] As Figure 5 shown, further preferably, the gear set 12 includes a first gear 15, a second gear 161, and a third gear 162;

[0064] The first gear 15 meshes with the upper rack 131 of the push-pull rod 13; the third gear 162 is coaxially arranged with the first gear 15, that is, the angular displacements of the two are equal, and the concentric shaft pin 17 is fixed in the channel 11 (or integrated with the channel); the second gear 161 meshes with the third gear 162 and the lower rack 14 of the split beam unit 5 respectively; the pin shaft 18 of the second gear 161 is fixed in the channel 11 (or integrated with the channel);

[0065] In the nth gear set 12, the radius of the second gear 161 is equal to the radius of the third gear 162 and is equal to n / N of the radius of the first gear 15, as shown in Figure 6-9 respectively. Since the radius of the third gear 162 is n / 5 of the first gear 15, the telescopic displacement of the first bridge 1 is transmitted to the third gear 162 according to the proportional relationship of negative n / 5. Then, after the reverse rotation of the second gear 161, finally, the upper rack 14 (tooth plate) anchored on the bottom surface of the split beam unit 5 drives the split beam unit 5 to generate a displacement of n / 5, achieving the expected purpose. In addition, all the teeth are of the same specification, ensuring tight and smooth meshing. Due to the use of a mechanical gear device, the manufacturing precision requirements are relatively high, and the effect of dispersing the beam joints is more reliable.

[0066] The core of implementing the technology of the present invention lies in the manufacturing and installation of the gear device. The precision of the mechanical device is very high. Therefore, high requirements are imposed on the embedded channel of the beam body and the tooth plate of the split beam unit. Moreover, during installation, it is necessary to ensure that all mating parts are tightly fitted.

[0067] Further preferably, a plurality of push-pull rods 13 are arranged side by side along the transverse direction thereof, and the number of the first gears 15 is the same as the number of the push-pull rods 13. Figure 4 Taking 2 as an example, and they are symmetric about the longitudinal middle plane of the split beam unit 5.

[0068] Further preferably, the third gear 162 is symmetrically arranged between two of the first gears 15.

[0069] The implementation manner of the gear set is not limited to the above description, and the following manner can also be adopted instead (not shown in the figure). The gear set 12 includes a first gear 15 and a second gear 161, and the middle third gear 162 is not provided.

[0070] The first gear 15 meshes with the upper rack 131 of the push-pull rod 13; the second gear 161 meshes with the first gear 15 and the lower rack 14 of the split beam unit 5 respectively.

[0071] In the nth gear set 12, the radius of the second gear 161 is equal to n / N of the radius of the first gear 15, and the working principle is the same as before.

[0072] Further preferably, it is recommended that the cross-beam split beam unit 4 be appropriately made longer and heavier, which is beneficial to improving the smoothness and avoiding jumping upward under the action of electromagnetic force. For example, its longitudinal length is greater than the longitudinal length of the split beam unit 5, and / or in terms of material, the former is heavier than the latter. Figure 2 Taking only the length of the split beam unit 5 as an example, it is 3.096 meters, which is the length of one functional component, and the length of the cross-beam split beam unit 4 is an integral multiple of the length of the functional component, which is 3.096 meters. Figure 2 Taking 3 times as an example.

[0073] Further preferably, a plurality of tension springs 20 are further included; the tension springs 20 are arranged between the cross-beam split beam unit 4 and the first bridge 1, and actively provide a downward pulling force when affected by electromagnetic force, further avoiding jumping.

[0074] Due to the very high requirement for the smoothness of the track system in high-speed maglev, the slideway of the channel can also adopt a special guide rail device, which is installed on the channel 11. The push-pull rod 13 is slidably matched with the guide rail device. Considering that it is a special component and existing products can be utilized, its specific form is not limited, so it is not shown in detail in the figure.

[0075] Further preferably, the slit-bearing beam 2 and the first bridge 1 share the side pier 9, and the slit-bearing beam 2 and the second bridge 3 share the pier 10;

[0076] The slit-bearing beam 2 is rotatably and fixedly supported on the shared side pier 9 (for example, through a rotatable fixed support 7, which is not distinguished by tonnage in each schematic diagram), and the first bridge 1 is slidably supported on the shared side pier 9 (for example, through a longitudinal expansion bearing 8, which is not distinguished by tonnage in each schematic diagram);

[0077] The slit-bearing beam 2 is slidably supported on the shared pier 10 (for example, through a longitudinal expansion bearing 8, which is not distinguished by tonnage in each schematic diagram), and the second bridge 3 is rotatably and fixedly supported on the shared pier 10 (for example, through a rotatable fixed support 7, which is not distinguished by tonnage in each schematic diagram).

[0078] Further preferably, one end of the cross-beam-slit beam unit 4 is rotatably and fixedly supported on the first bridge 1 (for example, through a rotatable fixed support 7, which is not distinguished by tonnage in each schematic diagram), and the other end is slidably supported on the slit-bearing beam 2 (for example, through a longitudinal expansion bearing 8, which is not distinguished by tonnage in each schematic diagram).

[0079] In summary, compared with the prior art, the solution of the present invention has the following remarkable advantages:

[0080] For the structure of the gear-driven large-span conventional-guide high-speed maglev bridge slit and the improvement of the track surface smoothness of the present invention, a step-by-step gear transmission mechanical device is adopted for slitting, and the technical reliability is very high, realizing the smooth passing of the maglev train through a relatively wide bridge expansion joint.

[0081] For the structure of the gear-driven large-span conventional-guide high-speed maglev bridge slit and the improvement of the track surface smoothness of the present invention, while ensuring the realization of slitting, the protruding cusp generated by the beam end corner deformation is also smoothed by the cross-beam-slit beam unit, reducing the unevenness of the bridge deck (i.e., the track surface), which is beneficial to the safety and smoothness of high-speed train operation;

[0082] For the structure of the gear-driven large-span conventional-guide high-speed maglev bridge slit and the improvement of the track surface smoothness of the present invention, by setting the slit beam unit away from the large beam slit, the influence of the beam end corner area is avoided, and at the same time, the smoothness of the bridge deck is also improved.

[0083] For the structure of the gear-driven large-span conventional-guide high-speed maglev bridge slit and the improvement of the track surface smoothness of the present invention, through the slit-bearing beam with very high stiffness, the slit push-pull rod gear drive system and the sliding system of the slit beam unit are placed on a very flat surface (the upper surface of the slit-bearing beam), which can further improve the track surface smoothness and provide a reliable technical guarantee for it. This is similar to the layout of the switch machine on the bridge for high-speed rail, and the bridge deflection must be very small.

[0084] The greatest advantage of the present invention is that it adopts precise mechanical devices, with high reliability, which provides more guarantee for the realization of high-speed maglev railways with a speed target of 600 km / h or above.

[0085] The conventional high-speed maglev has extremely high requirements for the smoothness of the long spindle track. Relevant research shows that the maglev bow-shaped frame is greatly affected by the large change in clearance when passing through the pier top, and the electromagnet vibrates violently. The main reasons are the beam end rotation angle and the beam joint clearance. Therefore, the present invention adopts a gear mechanical device to automatically drive the conversion of a large expansion amount into several equal small expansion amounts, reducing the change amount of the beam joint clearance and the unevenness of the beam end rotation angle protrusion, which plays a very important role in improving the running of the conventional high-speed maglev train.

[0086] Track smoothness is a key engineering technology issue for the high-speed development of rail transit, and even a bottleneck restricting the operation of high-speed trains. For conventional high-speed maglev, the beam joint and beam end rotation angle of the bridge are the most important technical parameters in bridge design and the core technology of long-span conventional maglev bridges. The present invention solves this problem, which is of great significance and has a broad application prospect.

[0087] The present invention disperses the large expansion joints that the conventional maglev train cannot cross into small expansion joints that meet the technical requirements, and improves the influence of the beam end rotation deformation, thereby reducing the electromagnet vibration, which plays a very important role in the riding comfort, safety and stability of the maglev train, and its social and economic benefits are obvious.

[0088] It can be understood that the embodiments of the system described above are merely illustrative. The units described as separate components may or may not be physically separated, and may be located in one place or distributed to different network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative labor.

[0089] In addition, those skilled in the art should understand that in the application documents of the embodiments of the present invention, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including the said element.

[0090] In the description of the embodiments of the present invention, a large number of specific details are set forth. However, it should be understood that the embodiments of the present invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this description. Similarly, it should be understood that, in order to streamline the disclosure of the present invention and assist in understanding one or more of the various inventive aspects, in the foregoing description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together in a single embodiment, figure, or description thereof.

[0091] However, the disclosed methods should not be construed as reflecting an intention that the claimed embodiments of the present invention require more features than are expressly recited in each claim. Rather, as the claims reflect, the inventive aspects lie in less than all of the features of the single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate embodiment of the present invention.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention and are not intended to limit them. Although the embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. However, such modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface, characterized in that, Comprising: A split joint bearing beam (2), arranged between the first bridge (1) and the second bridge (3); A cross-beam joint beam unit (4), longitudinally spanning over the total beam joint (22) between the split joint bearing beam (2) and the first bridge (1); N - 1 split joint beam units (5), slidably supported on the upper surface of the split joint bearing beam (2) and on one side of the cross-beam joint beam unit (4), forming N split beam joints (19), where N is an integer; A push-pull rod (13), longitudinally slidably arranged on the split joint bearing beam (2), with one end extending out and hinged to the beam end of the first bridge (1). Rack teeth are provided on the opposite surfaces of the push-pull rod (13) and the N - 1 split joint beam units (5), and N - 1 gear sets (12) are correspondingly provided between the upper and lower rack teeth; The equivalent transmission ratios of the nth gear set (12) counted from the one farthest from the total beam joint (22) are respectively set such that the longitudinal split displacement of the nth split joint beam unit (5) is equal to n / N of the longitudinal total displacement of the first bridge (1), where n = 1, 2, 3... N - 1.

2. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 1, characterized in that: It further includes a channel (11), embedded in the upper surface of the split joint bearing beam (2), and the push-pull rod (13) is slidably arranged in the channel (11).

3. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 2, characterized in that: The channel (11) has a limiting member (111) that restricts the upward movement freedom of the push-pull rod (13).

4. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 1 or 2, characterized in that: The gear set (12) includes a first gear (15), a second gear (161), and a third gear (162); The first gear (15) meshes with the upper rack (131) of the push-pull rod (13); the third gear (162) is coaxially arranged with the first gear (15); the second gear (161) meshes with the third gear (162) and the lower rack (14) of the split joint beam unit (5) respectively; In the nth gear set (12), the radius of the second gear (161) is equal to the radius of the third gear (162) and equal to n / N of the radius of the first gear (15).

5. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 4, characterized in that: A plurality of push-pull rods (13) are arranged side by side along the transverse direction thereof, and the number of the first gears (15) is the same as the number of the push-pull rods (13).

6. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 5, characterized in that: The third gear (162) is arranged between two of the first gears (15).

7. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 1 or 2, characterized in that: The gear set (12) includes a first gear (15) and a second gear (161); The first gear (15) meshes with the upper rack (131) of the push-pull rod (13); the second gear (161) meshes with the first gear (15) and the lower rack (14) of the split joint beam unit (5) respectively; In the nth gear set (12), the radius of the second gear (161) is equal to n / N of the radius of the first gear (15).

8. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 1, characterized in that: The longitudinal length of the cross-beam joint beam unit (4) is greater than the longitudinal length of the split joint beam unit (5).

9. The structure for jointing of a large-span normally-guided high-speed maglev bridge driven by gears and improving the smoothness of the track surface according to claim 1, characterized in that: It further includes a tension spring (20); The tension spring (20) is arranged between the cross-beam joint beam unit (4) and the first bridge (1).

10. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness according to claim 2, characterized in that: It further includes a guide rail device, installed in the channel (11), and the push-pull rod (13) is slidably matched with the guide rail device.

11. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness according to claim 1, characterized in that: The slit-bearing beam (2) shares the side pier (9) with the first bridge (1), and the slit-bearing beam (2) shares the bridge pier (10) with the second bridge (3); The slit-bearing beam (2) is rotatably and fixedly supported on the shared side pier (9), and the first bridge (1) is slidably supported on the shared side pier (9); The slit-bearing beam (2) is slidably supported on the shared bridge pier (10), and the second bridge (3) is rotatably and fixedly supported on the shared bridge pier (10).

12. The structure of the gear-driven large-span conventional superconducting high-speed maglev bridge joint and the improvement of the track surface smoothness according to claim 1, characterized in that: One end of the cross-beam joint beam unit (4) is rotatably and fixedly supported on the first bridge (1), and the other end is slidably supported on the slit-bearing beam (2).

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