A single-track bridge beam joint retractable built-in track structure and construction method

Abstract

The application discloses a single-track bridge beam joint stretchable built-in track structure and a construction method, and is applied to the field of bridge beam joint structure design and construction technology of single-track traffic, and relates to the technical field of bridge beam joint structure design and construction technology of single-track traffic.The built-in track structure comprises a first hand-shaped plate, a second hand-shaped plate and a locking piece, the first hand-shaped plate and the second hand-shaped plate are flush with the top surfaces of first track beams and second track beams respectively, the first hand-shaped plate and the second hand-shaped plate are provided with at least two finger-shaped plate strips, the finger-shaped plate strips of the first hand-shaped plate and the second hand-shaped plate are embedded with each other, and the vertical freedom degrees between the finger-shaped plate strips of the first hand-shaped plate and the second hand-shaped plate are limited through the bottom ends of the locking pieces of the finger-shaped plate strips; the construction method comprises the steps that the first hand-shaped plate and the second hand-shaped plate are installed at the butt-joint ends of adjacent track beams.The application ensures smooth transition between two-span track beams, avoids the collision effect of wheels at the position and the problems of relaxation damage of other vehicle components caused by the collision effect, saves construction man-hours and reduces construction cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of monorail bridge joint structure design and construction, and particularly relates to a stretchable built-in track structure at a monorail bridge joint and a construction method. BACKGROUND

[0002] Monorail is a representative new type of medium and low volume urban rail transit system, and a train vehicle thereof holds a track beam to travel, and the track beam simultaneously plays a role of vertical support, longitudinal guidance and lateral stability for the vehicle. Figure 1 As shown in the figure, the top surface of the track beam of the monorail is for running wheels of the train to travel, and the side surface is for guide wheels and stable wheels to travel, and the track beam is both a load-bearing structure and a running track, and therefore requires millimeter-level prefabrication, erection and bridge linear precision in the horizontal and vertical directions.

[0003] Currently, straddle-type monorails have been built or operated in Chongqing, Yinchuan, Liuzhou, Wuhu and other places, among which the line in Chongqing has been operated for the longest time. The bridge span structure of the straddle-type monorail in Chongqing adopts a simply supported beam structure system, i.e. no horizontal and vertical forces and deformations are transmitted between the beams of each span, but expansion joint devices are needed to be arranged on the upper edges of the beam ends of the two-span track beams at the beam joints, so as to adapt to the horizontal expansion deformation of the two-span track beams under the overall temperature effect and not to transmit the horizontal and vertical forces between the two-span track beams. However, the straddle-type monorail is different from the conventional railway with "rails on beams" due to the design of "beam-rail integration", and the track beam of the straddle-type monorail has no continuous and seamless track above the beam joint as the running surface and support for the wheels to pass through the beam joint, so that when the track beam deflects in the middle under various vertical loads and the beam end generates a rotation angle, the rotation angle of the beam end will drive the expansion joint device to be upwarping and generate a sudden height difference between the expansion joint devices of the adjacent track beams, or a sharp angle between the expansion joint devices of the adjacent two-span track beams, and the sudden height difference and sharp angle will be permanently existing due to installation errors during construction or due to long-term deflection of the track beam under shrinkage and creep. When the foundation of the track beam has uneven settlement, the expansion joint devices of the adjacent two-span track beams above the track beam will generate a sharp angle of concave down. In addition, due to the ratio of live load to dead load of the straddle-type monorail bridge being much larger than that of the conventional railway bridge, the rotation angle effect and adverse impact of the beam end of the straddle-type monorail bridge are much larger than those of the conventional railway bridge, so it is difficult to achieve the span of the conventional railway bridge under the same train load. Through analysis, the sudden height difference or sharp angle will lead to the following problems: (1) the train is prone to jumping when passing through the expansion joint device, and the ride comfort is poor; (2) the wheels are prone to collision with the expansion joint device at the sudden height difference or the interlaced sharp angle of the expansion joint device, which is prone to tire wear and damage; (3) the durability of the expansion joint device is poor, which is prone to deviation or damage, affecting the safety of train operation, and the maintenance and repair workload is large; (4) when the sudden height difference or sharp angle is large, the span of the track beam cannot be large, the single-span span of the track beam is limited, and the design and construction difficulty of the straddle-type monorail traffic bridge span structure to avoid underground pipelines or cross existing traffic is increased.

[0004] To reduce the adverse effects of the simply supported beam system, the bridge span structures of the later-built Liuzhou and Wuhu straddle-type monorails adopt continuous beam system and continuous rigid frame system, i.e. no expansion joint device is arranged in a bridge with multi-span track beams, only expansion joint devices are arranged between two bridges to realize transition, and the continuous beam structure system can reduce the size of beam end angle to reduce the size of the above-mentioned sudden change in height difference or sharp angle - but it does not fundamentally solve the problem, the reasons are as follows: (1) the expansion joint device still exists to cause the above-mentioned sudden change in height difference or sharp angle; (2) the span of the continuous beam system and the continuous rigid frame system can be larger than that of the simply supported beam system, but the single-span span is still limited by the influence of the beam end angle; (3) because the total beam length of a single bridge is significantly increased, the maximum horizontal clear distance between the expansion joint devices of adjacent two bridges and the beam joint need to be significantly increased, which further aggravates the bumping effect at the expansion joint device. SUMMARY

[0005] In view of the long-standing sudden change in height difference and sharp angle problem at the beam joint of the straddle-type monorail track beam, the present application starts from the root problem of the beam-rail relationship of the straddle-type monorail bridge, based on the beam-rail relationship design concept of "non-beam joint beam-rail integration and beam joint beam-rail separation", provides a single-track bridge beam joint stretchable built-in track structure and construction method. The built-in track structure solves the sudden change in height difference and sharp angle problem that the prior art cannot avoid, the train passing is not easy to produce bumping phenomenon, the built-in track structure can deform synchronously when the train passes, ensuring smooth transition between the two-span track beams, reducing the daily wear of the wheels, avoiding the collision effect of the wheels at this place and other vehicle component relaxation damage problems, reducing the dynamic impact effect of the vehicle, thereby reducing the impact deviation and fatigue damage of each permanent component at this place; the construction method also reduces the requirement for installation precision, saves construction time and reduces construction cost.

[0006] To achieve the above-mentioned application purposes, the present application provides the following technical solutions:

[0007] The application discloses a built-in track structure capable of expansion at a beam joint of a monorail bridge, and belongs to the technical field of monorail bridges.

[0008] The technical principle and effects of the application are as follows: (1) the vertical deformation of the first hand-shaped plate caused by the beam end rotation of the first track beam under the action of various vertical loads or uneven foundation settlement can be transmitted to the second hand-shaped plate through the locking piece, and the vertical deformation of the second hand-shaped plate caused by the beam end rotation of the second track beam can be transmitted to the first hand-shaped plate, so that the first hand-shaped plate and the second hand-shaped plate are deformed cooperatively in the vertical direction, and the sudden height difference or sharp corner caused by the beam end rotation is replaced by uniform deflection deformation; (2) as long as the pre-tightening force of the locking piece is not too large, the horizontal deformation of the track beam caused by the temperature change and shrinkage and creep can make the first hand-shaped plate and the second hand-shaped plate slide horizontally, so that the excessive temperature secondary internal force or shrinkage and creep secondary internal force between the two track beams is avoided; (3) as can be seen from the above, the built-in track structure capable of expansion at the running wheel can transmit the vertical deformation between the two track beams and does not affect the horizontal deformation between the two track beams, and has the effects of smoothing the beam end rotation and adapting to the horizontal expansion and contraction of the beam body, so that the jumping effect of the vehicle at the place is significantly reduced, the collision effect of the wheel at the place is avoided, and the abrasion is reduced, the impact and fatigue damage of the permanent components at the place are reduced; meanwhile, the sudden height difference and sharp corner problem is solved, the applicable span of the track beam of the simply supported beam and continuous beam system is further increased, the monorail bridge is more conducive to avoiding underground pipelines or crossing existing traffic, and the situation that the track beam needs a large beam height or a large amount of material strength is wasted due to the beam end rotation control design instead of the strength control design of a large span is avoided, so that the construction cost is directly saved; (4) as the beam width of the track beam in the monorail traffic is very narrow, the locking piece is a special nut, and therefore it is completely feasible to screw all the special nuts from the side surface of the track beam at the beam joint.

[0009] In the preferred embodiment of the present application, the top of the adjacent beam end of the first track beam and the second track beam is provided with an L-shaped notch, and the retractable built-in track structure is installed in the L-shaped notch, and the minimum vertical clearance F3 of the bottom surface of the L-shaped notch is greater than or equal to min(5cm, B1 / 10).

[0010] The technical principles and effects of the above invention are as follows: (1) After the L-shaped notch is set, the retractable built-in track structure at the walking wheel can be designed to have a longer longitudinal dimension, which is more conducive to the smooth transition of the beam end corner at this position; (2) The minimum vertical clearance F3 can ensure that after the first finger-shaped plate and the second finger-shaped plate are rigidly connected to the track beam, there is enough space below the finger-shaped plate strip for the construction personnel to insert their arms and equipment from the side to install and tighten the locking piece.

[0011] In the preferred embodiment of the present application, the locking piece includes a pre-buried screw, a specially designed nut, an elastic washer, and a hard washer, the finger-shaped plate strip of the first finger-shaped plate and the second finger-shaped plate is respectively connected with a pre-buried screw, the bottom end of the pre-buried screw is connected with the specially designed nut located at the bottom of the finger-shaped plate strip, and the elastic washer and the hard washer are arranged between the finger-shaped plate strip and the specially designed nut.

[0012] The technical principles and effects of the above invention are as follows: (1) The elastic washer can not only make the specially designed nut produce a large compression deformation when it is tightened to eliminate the large abrupt height difference and sharp corners between the first and second finger-shaped plates caused by installation errors during construction, but also has a certain damping effect when the vehicle passes through the retractable built-in track structure at the walking wheel; (2) The elastic washer is generally made of rubber material and has a large friction coefficient with the finger-shaped plate, and the hard washer arranged on the elastic washer can reduce the friction coefficient to facilitate the relative sliding between the first and second finger-shaped plates.

[0013] In the preferred embodiment of the present application, the finger-shaped plate strip includes a first section and a second section, the first section of the finger-shaped plate strip is the part close to the track beam, the second section of the finger-shaped plate strip is the part close to the adjacent track beam, the pre-buried screw is arranged at the bottom of the second section of the finger-shaped plate strip, and the thicknesses of the first section and the second section of the finger-shaped plate strip satisfy t1>t2, where t1 is the thickness of the first section of the finger-shaped plate strip, and t2 is the thickness of the second section of the finger-shaped plate strip.

[0014] The technical principles and effects of the above invention are as follows: The top surface of the specially designed nut must have a certain height difference with the bottom surface of the finger-shaped plate to which the pre-buried screw is welded, so that the nut pressure generated when the corresponding specially designed nut of the pre-buried screw is tightened can be fully transmitted to the other finger-shaped plate to lock it, otherwise most of the nut pressure will be transmitted to the finger-shaped plate to which the corresponding pre-buried screw is welded, and the desired effect cannot be achieved. By designing t1>t2, the above effect is achieved at both the first and second finger-shaped plates.

[0015] In the preferred embodiment of the present application, when the first hand-shaped plate and the second hand-shaped plate are installed, the minimum net distance between the outer edge of the end of the finger-shaped plate of one hand-shaped plate and the thickness mutation of the first segment and the second segment of the other hand-shaped plate in the bridge direction satisfies:

[0016] F5≥F1+D min / 2

[0017] Wherein, F1 is the beam gap width between the first track beam and the second track beam, D min is the minimum size of the special nut in the bridge direction.

[0018] The technical principle and effect of the above invention are that when F5≥F1+D min / 2, the situation that the special nut is not in contact with the area with a thickness of t2 in the other hand-shaped plate due to the shrinkage of the track beam under the overall cooling effect can be avoided.

[0019] In the preferred embodiment of the present application, the pre-tightening force N is generated in the embedded screw rod by tightening each special nut, and the first hand-shaped plate and the second hand-shaped plate are vertically fastened, and the pre-tightening force N satisfies:

[0020] N<μ1R g / (n / 2*μ2)

[0021] Wherein, n is the total number of special nuts, R g is the minimum value of the support reaction force at the pier under the gravity of the track beam, μ1 is the sliding friction coefficient between the support and the track beam, and μ2 is the sliding friction coefficient between the special nut and the finger-shaped plate.

[0022] The technical principle and effect of the above invention are that (1) by tightening each special nut to generate a pre-tightening force N in the screw rod, the first hand-shaped plate and the first hand-shaped plate are vertically fastened, which can not only eliminate the sudden height difference and sharp corners between the left and right finger-shaped plates caused by installation errors during construction, but also avoid the collision between the special nut and the finger-shaped plate due to the gap that cannot be eliminated in construction precision, reduce the noise and structural loss at this place, and (2) when the pre-tightening force N is larger, the compression deformation of the upper edge of the track beam under the vertical load can also be transmitted to a certain extent, thereby achieving the effect of reducing the vertical deflection and the beam end angle; (3) the pre-tightening force satisfies N<μ1R gWhen F(n / 2*μ2) is satisfied, the sliding friction between the first hand-shaped plate and the second hand-shaped plate is guaranteed to be no more than the sliding friction between the track beam and the support under the gravity of the track beam, and the horizontal sliding value between the track beam and the support under the overall temperature rising and shrinkage and creep effect can also occur between the first hand-shaped plate and the second hand-shaped plate, that is, the first hand-shaped plate and the second hand-shaped plate do not limit the sliding effect between the track beam and the support, so that the built-in track structure with the retractable walking wheel can adapt to the horizontal expansion and contraction deformation of the track beam.

[0023] In the preferred embodiment of the present application, the above finger-shaped plate strip, plate strip spacing and special nut satisfy:

[0024] B2<F4<D

[0025] Wherein, B2 is the width of a single finger-shaped plate strip in the transverse bridge direction, F4 is the width of the plate strip spacing, the outer edge of the special nut is a hexagon, and D is the distance between the parallel sides of the hexagon.

[0026] The technical principles and effects of the above invention are as follows: (1) The gap between the first hand-shaped plate and the second hand-shaped plate can be ensured, and the two do not contact, and the first hand-shaped plate and the second hand-shaped plate are vertically fixed by the special nut, so that the first hand-shaped plate and the second hand-shaped plate do not produce sudden height difference or sharp corners under the vertical cooperative deformation and the beam end corner effect, but are replaced by uniform deflection deformation; (2) The above size relationship can realize the standardized production of each component, and the first hand-shaped plate and the second hand-shaped plate can be designed in the same shape according to the above parameters to reduce the processing cost.

[0027] In the preferred embodiment of the present application, when the first hand-shaped plate and the second hand-shaped plate are installed, the minimum net distance F6 between the end edge of a finger-shaped plate strip and the inner edge of the plate strip spacing corresponding to the other hand-shaped plate in the bridge direction satisfies F6≥F1, wherein F1 is the beam gap width between the first track beam and the second track beam.

[0028] The technical principles and effects of the above invention are as follows: F1 is generally designed as the elongation value under the maximum temperature difference of the track beam, so the minimum net distance between the hand-shaped plates in the bridge direction should also be satisfied to avoid mutual extrusion under the overall temperature rising effect.

[0029] In the preferred embodiment of the present application, the built-in track structure further includes an anchoring base and an anchoring piece, the L-shaped notch of the first track beam and the second track beam is tightly fixed with the anchoring base, the anchoring base is anchored with the first track beam and the second track beam through the anchoring piece, the first hand-shaped plate and the second hand-shaped plate are respectively rigidly connected with the first track beam and the second track beam through the anchoring base, and the anchoring base is an L-shaped steel plate in the transverse bridge direction, which is placed in the L-shaped notch at the end of the track beam.

[0030] The technical principles and effects of the above invention are that the rigid connection between the hand-shaped plate and the track beam can be realized through the anchoring base, and when the anchoring base is L-shaped, the contact surface between the hand-shaped plate and the track beam is larger, the rigid connection performance is more reliable, and the anchoring to the track beam by the anchoring member is more convenient.

[0031] In the preferred embodiment of the present application, the above-mentioned built-in track structure further comprises a guide wheel passing seam structure arranged at the corner point of the anchoring base, the guide wheel passing seam structure is embedded in the inner side of the anchoring base, and the outer side of the guide wheel passing seam structure is flush with the side surface of the first track beam and the second track beam.

[0032] The technical principles and effects of the above invention (from 1.7 to 1.7.1) are that the guide wheel passing seam structure provides a driving surface and support for the guide wheel of the straddle-type monorail vehicle to pass through the beam seam, and the guide wheel passing seam structure is arranged at the corner point of the L-shaped anchoring base, which can be welded with the side surface and the bottom surface of the anchoring base, thereby significantly improving the rigidity of the guide wheel passing seam structure under the transverse bridge pressure of the guide wheel.

[0033] In the preferred embodiment of the present application, the minimum vertical clearance F7 between the top edge of the guide wheel passing seam structure and the bottom surface of the first hand-shaped plate and the second hand-shaped plate satisfies:

[0034] F7≥(L1+F1)*sin[max(θ1,θ2)]

[0035] Wherein, L1 is the distance from the outer edge of the end part of the guide wheel passing seam structure relative to the corresponding track beam support to the center line section of the track beam support in the bridge direction, and θ1 and θ2 are the turning angle values of the center line section of the first track beam and the second track beam, respectively, under the most unfavorable load combination of the bearing capacity limit state according to the plane section assumption and the current bridge specification.

[0036] The technical principles and effects of the above invention are that when the track beam end produces a turning angle, the above clearance F7≥(L1+F1)*sin[max(θ1,θ2)] can ensure that the track beam end turning angle basically does not cause the guide wheel passing seam structure to be raised upward and the built-in track structure at the walking wheel position to be extended, and the specific derivation is as follows (combined with Figure 12 Analysis diagram of the upward raising value of the upper edge of the guide wheel passing seam structure after the track beam deflects): According to the geometric similarity relationship, the upward raising value Δ z1 of the upper edge of the guide wheel passing seam structure is approximately equal to the upward raising value Δ z2 of the neutral axis of the track beam end surface, and considering that the vertical bending stiffness of the beam section outside the support center line is large, the centroid of the track beam end section can be considered to rotate upward along a circular arc trajectory around the centroid of the support section, and according to the small angle approximation principle, the upward raising value Δ z2≈L1*sinβ, β is the axial surface angle of the neutral axis of the beam end, according to the plane section assumption, the center line of the support is perpendicular to the axial surface of the neutral axis of the beam, that is, θ = β, θ is the section angle of the support, and the horizontal distance between the center line of the support and the end of the joint structure at the guide wheel can increase by F1 under the maximum elongation deformation of the track beam under the overall temperature rise, in order to make the vertical distance between the upper edge of the joint structure at the guide wheel and the bottom surface of the finger-shaped plate of the built-in track structure at the running wheel not less than the maximum upwarp value of the upper edge of the joint structure at the guide wheel, the above formulas are combined to prove that F7 >= Δ z1 ≈(L1+F1)*sin[max(θ1,θ2)].

[0037] In the preferred embodiment of the present application, the two side surfaces of the beam end of the first track beam and the second track beam are respectively provided with a reserved groove, and a stable wheel joint structure is installed in the reserved groove, and the outer side of the stable wheel joint structure is flush with the side surface of the first track beam or the second track beam.

[0038] The technical principle and effect of the above invention are that the stable wheel joint structure provides a running surface and support for the stable wheel of the straddle-type monorail vehicle driving through the beam joint.

[0039] In the preferred embodiment of the present application, the guide wheel joint structure and the stable wheel joint structure respectively include a first guide structure and a second guide structure, and the first guide structure and the second guide structure are respectively a third hand-shaped plate and a fourth hand-shaped plate which are mutually clamped.

[0040] The technical principle and effect of the above invention are that through the mutually clamped third hand-shaped plate and the fourth hand-shaped plate, the guide wheel joint structure and the stable wheel joint structure can not only fully adapt to the horizontal expansion and contraction deformation of the beam body under the overall temperature rise, but also provide effective support for the running of the guide wheel and the stable wheel.

[0041] A construction method of a built-in track structure with expansion and contraction at the beam joint of a monorail bridge, which adopts the built-in track structure with expansion and contraction at the beam joint of a monorail bridge, and the construction method comprises the following steps:

[0042] S1, a bridge pier is made according to the construction requirements, a support is installed on the bridge pier, and a track beam is erected in the bridge direction, and a designed beam joint width is reserved between adjacent track beams, wherein an L-shaped notch and a reserved groove are respectively provided at the butt joint ends of the first track beam and the second track beam.

[0043] S2, the first hand-shaped plate and the anchoring base thereof are connected in advance and are anchored at the L-shaped notch of the first track beam.

[0044] S3, install the second hand-shaped plate and its anchor base in the L-shaped gap of the second track beam in the way of S2, and arrange the finger-shaped strips of the second hand-shaped plate and the finger-shaped strips of the first hand-shaped plate in a mutually clamping manner and keep them flush.

[0045] S4, use the locking member to fasten and connect the first hand-shaped plate and the second hand-shaped plate in the vertical direction.

[0046] S5, install the joint structure at the guide wheel and the joint structure at the stabilizing wheel in the L-shaped gap and the reserved groove.

[0047] The technical principle and effect of the above invention are as follows: (1) the construction method of the invention is specially used for the narrow and high cross-section track beam of the straddle-type monorail traffic, the installation of the hand-shaped plate, the tightening of the specially-made nut and the welding operation of the joint structure at the guide wheel can be conveniently completed from the operation space on the top and both sides of the track beam; (2) after the first and second hand-shaped plates are fixed with the corresponding track beams in a rigid manner, the specially-made nut is screwed in, and the finger-shaped strips will produce a smooth transition of the slight deflection deformation, so that the fastening force between the first and second hand-shaped plates can be generated, the effect of mutual vertical non-emptying can be achieved, and the expected purpose can be achieved.

[0048] Compared with the existing monorail bridge beam joint structure based on the expansion joint device, the beneficial effects of the stretchable built-in track structure in the invention for the four problems described in the background art which have not been solved for a long time are as follows:

[0049] I. Higher driving smoothness: the invention proposes a stretchable built-in track structure at the beam joint of the monorail bridge, which can smoothly turn the beam end and adaptively stretch the beam body horizontally, based on the design concept of "non-beam joint beam track integration and beam joint beam track separation". The structure can not only transfer the vertical deformation between the track beams on both sides, but also not affect the horizontal deformation between the track beams on both sides, thereby solving the problems of abrupt height difference and sharp corners which cannot be avoided in the prior art. The monorail train is less likely to jump when driving into the stretchable built-in track structure at the guide wheel, and the driving safety of the train is higher. Therefore, the driving smoothness of the invention is significantly higher than that of the prior art.

[0050] II. Better vehicle maintenance: through the size design and stress cooperation between the track beam and the hand-shaped plate, the embedded screw rod and the specially-made nut, the invention realizes the cooperative deformation of the first hand-shaped plate and the second hand-shaped plate in the vertical direction, ensures the smooth transition between the two-span track beams, and replaces the abrupt height difference or sharp corners with uniform transition deflection deformation at the beam joint, thereby reducing the daily wear of the wheels, avoiding the collision effect of the wheels at the joint and other vehicle component relaxation damage problems. Therefore, the vehicle maintenance of the invention is significantly better than that of the prior art.

[0051] III. Better structural durability: The present invention completely eliminates the abrupt height difference and sharp corners at the beam joint, avoids the possibility of collision between the wheel and the beam joint component, reduces the dynamic impact effect of the vehicle, thereby reducing the impact deviation and fatigue damage of each permanent component at the location, and reducing the maintenance and repair workload of the monorail traffic structure; therefore, the structural durability of the present invention is significantly better than the prior art.

[0052] IV. Wider economic applicability: The present invention solves the problem of abrupt height difference and sharp corners caused by beam end turning angle, further increases the applicable span of simply supported beam and continuous beam system track beam, and is more beneficial to monorail bridge avoiding underground pipelines or crossing existing traffic; combined with the advantages of rubber wheels used by monorail vehicle wheels, monorail bridges under the same live load level can achieve the same span as conventional railway bridges, thereby to some extent eliminating the adverse effects of monorail traffic live load ratio being too large; at the same time, the present invention can also avoid the situation that the track beam needs too large beam height or produces too much material strength waste due to beam end turning angle control design instead of strength control design when the span is large, thereby directly saving the construction cost; therefore, the economic applicability of the present invention is significantly better than the prior art.

[0053] In addition, the construction method of the present invention also has the following beneficial effects:

[0054] I. Compared with the construction of the beam joint structure based on the expansion joint device in the simply supported beam system, the present invention slightly increases the process, but the installation error between the first and second hand-shaped steel plates in the present invention can be basically eliminated by the locking piece, so the actual installation precision requirement is lower than that of the expansion joint device of the prior art, thereby finally saving the construction time;

[0055] II. Compared with the construction of the complex negative bending moment area in the continuous beam system and continuous rigid frame system, the present invention eliminates two time-consuming processes of negative bending moment beam tensioning and a large number of and dense steel bar connection operations in the limited space of the pier top wet joint, and the installation of the hand-shaped plate and the tightening of the specially designed nut can be easily completed from the operation space on the top and both sides of the track beam, so the construction measure cost is significantly reduced.

[0056] In summary, the present invention is a new type of monorail bridge joint structure which is safer, more comfortable, more durable, more economical and more applicable than the prior art, and can be widely applied in various large, medium and small span monorail bridge structures. BRIEF DESCRIPTION OF DRAWINGS

[0057] Figure 1 is a schematic diagram of the train running on the track beam of the present invention.

[0058] Figure 2 is a longitudinal elevation view of embodiment 1 of the stretchable built-in track structure at the beam joint of the monorail bridge of the present invention.

[0059] Figure 3 This is a top perspective view of Embodiment 1, which shows the docking end of the first track beam and the second track beam of the present invention.

[0060] Figure 4 This is a longitudinal elevation view of Embodiment 2 of the retractable built-in track structure at the beam joint of a monorail bridge according to the present invention.

[0061] Figure 5 This invention relates to a retractable built-in track structure at the joint of a monorail bridge beam. Figure 4 A magnified view of a portion of the image.

[0062] Figure 6 This invention relates to a retractable built-in track structure at the joint of a monorail bridge beam. Figure 4 A schematic diagram of the AA cross-section.

[0063] Figure 7 This invention relates to a retractable built-in track structure at the joint of a monorail bridge beam. Figure 4 A schematic diagram of the BB cross-section.

[0064] Figure 8 This is a longitudinal elevation view of the first hand-shaped plate, its anchoring base, and the pre-embedded bolts of the retractable built-in track structure at the beam joint of the monorail bridge of the present invention.

[0065] Figure 9 This is a top perspective view of the first hand-shaped plate, its anchoring base, and the pre-embedded bolts of the retractable built-in track structure at the beam joint of the monorail bridge of the present invention.

[0066] Figure 10 This is a side view of the first hand-shaped plate, its anchoring base, and the pre-embedded bolt of the retractable built-in track structure at the beam joint of the monorail bridge of the present invention.

[0067] Figure 11 This invention relates to a retractable built-in track structure at the joint of a monorail bridge beam. Figure 4 A schematic diagram of the CC cross-section.

[0068] Figure 12 This is an analysis diagram of the upward curvature value of the upper edge of the guide wheel at the cross-gap structure after the deflection of the track beam in the built-in track structure of this invention.

[0069] Figure 13 This is a schematic diagram illustrating the construction process of the retractable built-in track structure at the beam joint of a monorail bridge according to the present invention.

[0070] Fig. 1 - first track beam, 121 - support, 11 - L-shaped notch, 12 - reserved groove, 2 - second track beam, 31 - pier, 32 - beam joint, 4 - built-in track structure, 41 - first hand-shaped plate, 411 - finger-shaped plate strip, 4111 - first section of finger-shaped plate strip, 4112 - second section of finger-shaped plate strip, 42 - second hand-shaped plate, 421 - plate strip interval, 422 - gap, 43 - locking piece, 431 - embedded screw, 432 - special nut, 433 - hard washer, 434 - elastic washer, 44 - anchoring base, 441 - anchoring piece, 45 - guide wheel joint structure, 46 - stabilizing wheel joint structure, 5 - train, 51 - running wheel, 52 - guide wheel, 53 - stabilizing wheel, 6 - track beam. DETAILED DESCRIPTION

[0071] The application will be further described in conjunction with test examples and specific embodiments. However, it should not be understood that the above-mentioned subject matter of the application is limited to the following examples only, and any technology realized based on the content of the application falls within the scope of the application.

[0072] Example 1

[0073] Please refer to Figure 1The embodiment provides a built-in track structure which can be extended at the joint of a single-track bridge beam, the built-in track structure 4 is applied between adjacent track beams 6, a plurality of track beams 6 are arranged to form a track beam bridge, the joint end of the adjacent track beams 6 is arranged on a pier 31, the track beam 6 is used for the train 5 to run through, the train 5 has running wheels 51, guide wheels 52 and stabilizing wheels 53, the running wheels 51 are arranged on the top of the track beam 6, the guide wheels 52 and the stabilizing wheels 53 are arranged on both sides of the track beam 6, and the guide wheels 52 are located above the stabilizing wheels 53. The embodiment comprises the track beam 6 and the built-in track structure 4 which can be extended, the width B1 of the track beam 6 is less than or equal to 100 cm, the track beam 6 is arranged on the pier 31 through a support 121, the adjacent track beams 6 are recorded as a first track beam 1 and a second track beam 2, the first track beam 1 and the second track beam 2 have a joint 32 in the bridge direction, and the maximum clear distance F2 between the adjacent top surface edges of the first track beam 1 and the second track beam 2 is greater than or equal to the minimum width F1 of the joint 32; the joint 32 is below the pier 31, the pier 31 has the support 121 which supports the track beam 6, the built-in track structure 4 which can be extended is embedded at the joint 32, the built-in track structure 4 is located at the position where the running wheels 51 pass through, the top surface of the track beam 6 directly provides a running surface for the wheels, the built-in track structure 4 which can be extended at the running wheels 51 can not only transmit the vertical deformation between the track beams 6 on both sides but also not affect the horizontal deformation between the track beams 6 on both sides, and has the effects of smoothing the beam end corner and self-adapting the horizontal extension of the beam body, so that the jumping effect of the vehicle at the position can be significantly reduced, the collision effect of the wheels at the position can be avoided, and the abrasion can be reduced, the impact and fatigue damage of each permanent component at the position are reduced; meanwhile, due to the solution of the problems of the sudden height difference and the sharp corner, the applicable span of the simple-supported beam and the continuous beam system track beam 6 can be further increased, the single-track bridge is more conducive to avoiding underground pipelines or crossing existing traffic, and the situation that the track beam 6 needs a large beam height or a large material strength waste due to the beam end corner control design instead of the strength control design when the span is large can be avoided, so that the construction cost is directly saved.

[0074] Please refer to Figure 2In the embodiment, the telescopic built-in track structure 4 comprises a first hand-shaped plate 41, a second hand-shaped plate 42 and a locking member 43. The first hand-shaped plate 41 and the second hand-shaped plate 42 are matched together by mutual clamping and the moving position is limited by the locking member 43. The first hand-shaped plate 41 and the second hand-shaped plate 42 are the same structure. The first hand-shaped plate 41 is rigidly connected with the end of the first track beam 1 by welding. After the connection, the top surface of the first hand-shaped plate 41 is flush with the top surface of the first track beam 1. The second hand-shaped plate 42 is rigidly connected with the end of the second track beam 2 by welding. After the connection, the top surface of the second hand-shaped plate 42 is flush with the top surface of the second track beam 2. The first hand-shaped plate 41 and the second hand-shaped plate 42 are provided with at least two finger-shaped plate strips 411. Adjacent finger-shaped plate strips 411 form a plate strip interval 421 in the transverse bridge direction. In this way, the first hand-shaped plate 41 and the second hand-shaped plate 42 form a plurality of parallel finger-shaped plate strips 411. In the embodiment, there are three finger-shaped plate strips 411. Adjacent finger-shaped plate strips 411 are equidistantly spaced. The finger-shaped plate strips 411 of the first hand-shaped plate 41 and the finger-shaped plate strips 411 of the second hand-shaped plate 42 are embedded in the corresponding plate strip intervals 421 by mutual clamping. After the embedding, there is a gap 422 between the finger-shaped plate strips 411 of the first hand-shaped plate 41 and the second hand-shaped plate 42, i.e. the first hand-shaped plate 41 and the second hand-shaped plate 42 do not contact each other. The gap 422 is arranged in the vertical direction and has a plurality of intervals in the transverse bridge direction. Adjacent finger-shaped plate strips 411 of the same hand-shaped plate have two gaps 422. The gap 422 has a small width to ensure that the locking member 43 can limit the first hand-shaped plate 41 and the second hand-shaped plate 42. On the other hand, after the mutual embedding of the first hand-shaped plate 41 and the second hand-shaped plate 42, the total length of the first hand-shaped plate 41 and the second hand-shaped plate 42 is comparable to the width of the beam joint 32, i.e. the built-in track structure 4 is arranged between the first track beam 1 and the second track beam 2. At this time, the thickness of the first hand-shaped plate 41 and the second hand-shaped plate 42 can be adjusted to provide sufficient support strength for the running wheel 51.

[0075] Please refer to Figure 3In the embodiment, the finger-shaped plate strips 411 of the first hand-shaped plate 41 and the finger-shaped plate strips 411 of the second hand-shaped plate 42 are respectively provided with locking members 43. Specifically, the locking members 43 are arranged at the end portions of the finger-shaped plate strips 411, and the bottom end size of the locking members 43 is greater than the width of the plate strip interval 421. In the embodiment, the locking members 43 are screws, and the size of the nut at the bottom of the screw is wider than the plate strip interval 421. In this way, it can be ensured that in the vertical direction, the locking members 43 can limit the upward and downward displacement of the first hand-shaped plate 41 and the second hand-shaped plate 42, that is, the vertical freedom degree between the finger-shaped plate strips 411 of the first hand-shaped plate 41 and the finger-shaped plate strips 411 of the second hand-shaped plate 42 is limited by the bottom ends of the locking members 43 of each other. Through the locking members 43, the vertical deformation of the first hand-shaped plate 41 caused by the beam end rotation of the first track beam 1 under various vertical loads or uneven settlement of the foundation can be transmitted to the second hand-shaped plate 42, and at the same time, the vertical deformation of the second hand-shaped plate 42 caused by the beam end rotation of the second track beam 2 can be transmitted to the first hand-shaped plate 41, so as to realize the cooperative deformation of the first hand-shaped plate 41 and the second hand-shaped plate 42 in the vertical direction, and under the action of the beam end rotation, instead of the sudden height difference or sharp corner, a uniform transition flexural deformation is generated. As long as the pre-tightening force of the locking members 43 is not too large, the horizontal deformation of the track beam 6 under the action of the overall lifting and shrinkage and creep will cause the horizontal sliding between the first hand-shaped plate 41 and the second hand-shaped plate 42, so as to avoid the generation of excessive temperature secondary internal force or shrinkage and creep secondary internal force between the two track beams 6.

[0076] Embodiment 2

[0077] The embodiment provides a built-in track structure which can be stretched at the beam joint of a single-track bridge. The structure is partially the same as that in Embodiment 1, and the difference lies in the different arrangement positions of the built-in track structure 4 and the different arrangements of the first hand-shaped plate 41 and the second hand-shaped plate 42.

[0078] Please refer to Figure 4 and Figure 5In the embodiment, the top of the adjacent beam ends of the first track beam 1 and the second track beam 2 is provided with an L-shaped notch 11, that is, an L-shaped notch 11 is formed at the top of the butt joint end of the first track beam 1 and the top of the adjacent butt joint end of the second track beam 2 in the longitudinal section along the bridge. After the L-shaped notch 11 is provided, the retractable built-in track structure 4 at the running wheel 51 can be designed to have a longer size along the bridge, which is more conducive to the smooth transition of the beam end corner at the position.

[0079] Please refer to Figure 6 In the embodiment, the retractable built-in track structure 4 is installed in the L-shaped notch 11, and specifically, the first hand-shaped plate 41 and the second hand-shaped plate 42 are rigidly connected with the first track beam 1 and the second track beam 2 through the anchor base 44. The first hand-shaped plate 41 and the anchor base 44 are integrally formed, welded or connected by other connection methods. Similarly, the second hand-shaped plate 42 and the anchor base 44 are integrally formed, welded or connected by other connection methods. The minimum vertical clearance F3 between the first hand-shaped plate 41 and the second hand-shaped plate 42 and the bottom surface of the L-shaped notch 11 is greater than or equal to min(5cm, B1 / 10). The minimum vertical clearance F3 can ensure that after the first hand-shaped plate 41 and the second hand-shaped plate 42 are rigidly connected with the track beam 6, there is enough space below the finger-shaped plate strip 411 for the construction personnel to stretch their arms and equipment from the side to install and tighten the locking member 43.

[0080] Please refer to Figure 7 、 Figure 8 and Figure 9In the embodiment, the finger-shaped plate strip 411 adopts a different structural form from that in Embodiment 1, that is, the first hand-shaped plate 41 and the second hand-shaped plate 42 are arranged in the same manner, and the first hand-shaped plate 41 is taken as an example for description. The finger-shaped plate strip 411 of the first hand-shaped plate 41 includes a first section and a second section. The first section finger-shaped plate strip 4111 is a part close to the track beam 6, and the second section finger-shaped plate strip 4112 is a part close to the adjacent track beam 6. The thickness of the first section is greater than that of the second section, and the first section and the second section have a transition with a sudden thickness change. That is, the first section finger-shaped plate strip 4111 is connected with the anchoring base 44, and the second section finger-shaped plate strip 4112 is used for embedding with the second section finger-shaped plate strip 4112 of the second hand-shaped plate 42 connected with the adjacent track beam 6. The embedding manner and the arrangement of the plate strip spacing 421 and the gap 422 are the same as those in Embodiment 1. The thicknesses of the first section finger-shaped plate strip 4111 and the second section finger-shaped plate strip 4112 satisfy t1>t2, where t1 is the thickness of the first section finger-shaped plate strip 4111, and t2 is the thickness of the second section finger-shaped plate strip 4112. Since the first hand-shaped plate 41 and the second hand-shaped plate 42 are fixed by the locking member 43 to transmit force, if the thicknesses of the first section and the second section are equal, the first section and the second section can form a hinged form through the locking member 43, so that the first section and the second section can relatively rotate, and thus the force transmission cannot be well performed. When the thicknesses of the first section and the second section are different, the locking member 43 can simultaneously fix the first hand-shaped plate 41 and the second hand-shaped plate 42. The top surface of the special nut 432 must have a certain height difference with the bottom surface of the hand-shaped plate welded with the embedded screw 431. In this way, the nut pressure generated when the special nut 432 corresponding to the embedded screw 431 is tightened can be fully transmitted to the other hand-shaped plate to lock it. Otherwise, most of the nut pressure will be transmitted to the hand-shaped plate welded with the corresponding embedded screw 431, and the desired effect cannot be achieved. Through the design of t1>t2, the effective force transmission effect is achieved at the first hand-shaped plate 41 and the second hand-shaped plate 42.

[0081] In the embodiment, when the first hand-shaped plate 41 and the second hand-shaped plate 42 are installed, the minimum net distance between the outer edge of the end of the finger-shaped plate strip 411 of one hand-shaped plate and the thickness sudden change position of the first section and the second section of the other hand-shaped plate in the bridge direction satisfies:

[0082] F5≥F1+D min / 2

[0083] Wherein, F1 is the beam joint 32 width between the first track beam 1 and the second track beam 2, D minThe minimum size of the special nut 432 is the minimum size in the bridge direction. When the above formula is satisfied, the structure can avoid the situation that the special nut 432 is out of contact with the area with a thickness of t2 in the other hand-shaped plate due to the shrinkage of the track beam 6 under the overall cooling effect. At this time, the minimum clearance F6 between the outer edge of the end of the finger-shaped plate 411 and the inner edge of the plate strip interval 421 corresponding to the other hand-shaped plate in the bridge direction satisfies: F6≥F1, wherein F1 is the width of the beam gap 32 between the first track beam 1 and the second track beam 2, wherein F1 is generally designed as the elongation value under the maximum temperature difference of the track beam 6, so the minimum clearance between the hand-shaped plates in the bridge direction should also be satisfied to avoid mutual extrusion under the overall heating effect.

[0084] Please refer to Figure 5 and Figure 10 In the embodiment, the locking member 43 includes a pre-buried screw 431, a special nut 432, an elastic washer 434, and a hard washer 433. The first hand-shaped plate 41 and the second hand-shaped plate 42 are respectively connected with the pre-buried screw 431. Specifically, the top end of the pre-buried screw 431 is connected to the bottom of the second section of the finger-shaped plate strip 4112 of the first hand-shaped plate 41 and the bottom of the second section of the finger-shaped plate strip 4112 of the second hand-shaped plate 42. The connection position is at the end of each finger-shaped plate strip 411, which is connected by integral molding or welding. The bottom end of the pre-buried screw 431 is provided with a thread, and the pre-buried screw 431 at the bottom end is connected with the special nut 432 at the bottom of the finger-shaped plate strip 411 through the thread. The elastic washer 434 and the hard washer 433 are used when the above connection is made. The elastic washer 434 is a rubber material part to provide a certain strain range. The hard washer 433 is a steel ring to prevent the special nut 432 from loosening from the pre-buried screw 431. The elastic washer 434 and the hard washer 433 are arranged between the finger-shaped plate strip 411 and the special nut 432, and the elastic washer 434 is located between the hard washer 433 and the special nut. The special nut is a special size hexagonal nut, and the width between opposite sides of the special nut is greater than the plate strip interval 421. Since the beam width of the track beam 6 in monorail transportation is very narrow, it is completely feasible to complete the screwing of all special nuts 432 from the side surface of the track beam 6 at the beam gap 32. The elastic washer 434 can not only eliminate the large sudden height difference and sharp corners between the first and second finger-shaped plates caused by the installation error during construction when the special nut 432 is tightened, but also has a certain damping effect when the vehicle passes through the built-in track structure 4 at the walking wheel 51. In addition, the elastic washer 434 is generally made of rubber material and has a large friction coefficient with the hand-shaped plate. The hard washer 433 arranged on the elastic washer 434 can reduce the friction coefficient and facilitate the relative sliding between the first and second finger-shaped plates.

[0085] In this embodiment, each special nut 432 generates a pulling force N in the embedded screw rod 431 by tightening, and vertically fastens the first hand-shaped plate 41 and the second hand-shaped plate 42. The pulling force N satisfies:

[0086] N < μ1R g / (n / 2*μ2)

[0087] wherein n is the total number of special nuts 432, R g is the minimum value of the counterforce of the support 121 at the pier 31 under the gravity of the track beam 6, μ1 is the sliding friction coefficient between the support 121 and the track beam 6, and μ2 is the sliding friction coefficient between the special nut 432 and the finger-shaped plate strip 411. By tightening each special nut 432 to generate a pulling force N in the screw rod, the first hand-shaped plate 41 and the first hand-shaped plate 41 are vertically fastened, which can eliminate the sudden height difference and sharp corners between the left and right finger-shaped plates caused by installation errors during construction, and can also avoid the problem of collision between the special nut 432 and the finger-shaped plate strip 411 due to the gap 422 that cannot be eliminated in construction precision every time a large beam end angle is generated, thereby reducing noise and structural loss at this place. When the above pre-tightening force N is large, it can also transmit the compression deformation of the upper edge of the track beam 6 generated under the action of the vertical load to a certain extent, thereby achieving the effect of reducing the vertical deflection and the beam end angle. When the pre-tightening force satisfies N < μ1R g / (n / 2*μ2), the sliding friction between the first hand-shaped plate 41 and the second hand-shaped plate 42 can be guaranteed to be not more than the sliding friction between the track beam 6 and the support 121 under the gravity of the track beam 6. At this time, the horizontal sliding value between the track beam 6 and the support 121 under the overall temperature rise and shrinkage effect can also occur between the first hand-shaped plate 41 and the second hand-shaped plate 42, that is, the first hand-shaped plate 41 and the second hand-shaped plate 42 will not limit the sliding effect between the track beam 6 and the support 121, thereby realizing the adaptability of the telescopic built-in track structure 4 at the walking wheel 51 to the horizontal telescopic deformation of the track beam 6.

[0088] In this embodiment, there is also a size relationship between the finger-shaped plate strip 411, the plate strip gap 421, and the special nut 432, which satisfies:

[0089] B2 < F4 < D

[0090] Wherein, B2 is the width of the single finger-shaped plate strip 411 in the transverse bridge direction, F4 is the width of the plate strip interval 421, the outer edge of the special nut 432 is a hexagon, and D is the distance between the parallel sides of the hexagon. That is, the width of the single finger-shaped plate strip 411 of the first hand-shaped plate 41 and the second hand-shaped plate 42 is less than the width of the plate strip interval 421, and the size of the opposite side of the special nut 432 is greater than the plate strip width. The above relationship can ensure that there is a gap 422 between the first hand-shaped plate 41 and the second hand-shaped plate 42, and the two do not contact. The first hand-shaped plate 41 and the second hand-shaped plate 42 are vertically fixed by the special nut 432, so that the first hand-shaped plate 41 and the second hand-shaped plate 42 do not produce sudden height difference or sharp corners under the action of beam end corner, but are replaced by uniform transition deflection deformation. The use of the above size relationship can realize the standardized production of each component. The first hand-shaped plate 41 and the second hand-shaped plate 42 can be designed in the same shape according to the above parameters to reduce the processing cost.

[0091] Please refer to Figure 4 and Figure 11 In the embodiment, the built-in track structure 4 further includes a guide wheel passing seam structure 45 arranged at the corner point of the anchoring base 44. The guide wheel passing seam structure 45 is embedded in the inner side of the anchoring base 44. The guide wheel passing seam structure is located below the first hand-shaped plate 41 and the second hand-shaped plate 42, and has a vertical clearance F7 with the first hand-shaped plate 41 and the second hand-shaped plate 42. The outer side of the guide wheel passing seam structure 45 is flush with the side surface of the first track beam 1 and the second track beam 2, that is, the guide wheel passing seam structure 45 is accommodated in the L-shaped gap 11 of the track beam 6. The guide wheel passing seam structure 45 provides a driving surface and support for the guide wheel 52 of the straddle-type monorail vehicle passing through the beam seam 32. By arranging the passing seam structure at the corner point of the L-shaped anchoring base 44, the side surface and the bottom surface of the anchoring base 44 can be welded, thereby significantly improving the rigidity of the guide wheel passing seam structure 45 under the transverse bridge pressure of the guide wheel 52. Specifically, the guide wheel passing seam structure 45 includes a first guide structure and a second guide structure, which can provide support for the moving direction of the guide wheel 52. The first guide structure and the second guide structure are a third hand-shaped plate and a fourth hand-shaped plate that are mutually clamped. The clamping direction of the third hand-shaped plate and the fourth hand-shaped plate is consistent with the arrangement direction of the track beam 6, and the surface of the third hand-shaped plate and the fourth hand-shaped plate is flush with the side surface of the first track beam 1 and the second track beam 2. In this way, the guide wheel passing seam structure 45 can always provide support when the guide wheel 52 passes through. The third hand-shaped plate and the fourth hand-shaped plate have finger-shaped plate strips 411 that are spaced apart from each other, and the finger-shaped plate strips 411 are plate strip intervals 421. The arrangement is the same as the structure of the first hand-shaped plate 41 and the second hand-shaped plate 42 in Embodiment 1.

[0092] In this embodiment, the minimum vertical clearance F7 between the top edge of the joint structure 45 at the guide wheel and the bottom surface of the first hand-shaped plate 41 and the second hand-shaped plate 42 satisfies:

[0093] F7≥(L1+F1)*sin[max(θ1,θ2)]

[0094] Wherein, L1 is the distance from the outer edge of the end of the joint structure 45 at the guide wheel to the center line section of the corresponding track beam 6 support 121 in the direction along the bridge, θ1 and θ2 are the turning angle values of the support 121 center line section of the first track beam 1 and the second track beam 2 respectively under the most unfavorable load combination of the bearing capacity limit state according to the plane section assumption and the current bridge specification. When the above clearance satisfies F7≥(L1+F1)*sin[max(θ1,θ2)], it can be ensured that the turning angle of the beam end will not drive the joint structure 45 at the guide wheel to be lifted and the retractable built-in track structure 4 at the walking wheel 51. The specific derivation is as follows (combined with Figure 12 The analysis diagram of the upward value of the upper edge of the joint structure 45 at the guide wheel after the downward deflection of the track beam 6): According to the geometric similarity relationship, the upward value of the upper edge of the joint structure 45 at the guide wheel is z1 ≈the upward value of the neutral axis of the beam end face z2 , considering that the vertical bending stiffness of the beam segment outside the center line of the support 121 is large, the centroid of the beam end section can be considered to rotate upward along a circular arc trajectory around the centroid of the support 121 section, according to the small angle approximation principle, the upward value of the neutral axis of the beam end face is z2 ≈L1*tanβ≈L1*sinβ, β is the neutral axis axis face turning angle of the beam end, according to the plane section assumption, the center line of the support 121 is perpendicular to the neutral axis axis face of the beam, that is, θ=β, θ is the turning angle of the support 121 section, and considering that the horizontal distance between the center line of the support 121 and the end of the joint structure 45 at the guide wheel can increase by F1 when the track beam 6 is elongated and deformed under the overall heating, in order to make the vertical clearance between the upper edge of the joint structure 45 at the guide wheel and the bottom surface of the finger-shaped plate 411 of the retractable built-in track structure 4 at the walking wheel 51 not less than the maximum upward value of the upper edge of the joint structure 45 at the guide wheel, the above formulas can be combined to prove that F7≥△ z1 ≈(L1+F1)*sin[max(θ1,θ2)].

[0095] The embodiment also has a stable wheel passing seam structure 46, which is similar to the arrangement of the guide wheel passing seam structure 45. Since the stable wheel 53 is below the guide wheel 52, a reserved groove 12 is arranged on both sides of the beam end of the first track beam 1 and the second track beam 2. The reserved groove 12 has an opening on the end surface of the first track beam 1 and the second track beam 2, and also has an opening on both sides of the track beam 6. Thus, the reserved groove 12 forms a notch shape. The stable wheel passing seam structure 46 is installed in the reserved groove 12. The outer side of the stable wheel passing seam structure 46 is flush with the side surface of the first track beam 1 or the second track beam 2. The stable wheel passing seam structure 46 provides a running surface and support for the stable wheel 53 of the straddle-type monorail vehicle passing through the beam seam 32. Specifically, the stable wheel passing seam structure 46 also includes a first guide structure and a second guide structure, which are a third hand-shaped plate and a fourth hand-shaped plate that are mutually clamped. The third hand-shaped plate and the fourth hand-shaped plate of the guide wheel passing seam structure 45 can be arranged differently, as long as the third hand-shaped plate and the fourth hand-shaped plate have mutually spaced finger-shaped plate strips 411. The number and spacing of the finger-shaped plate strips 411 can be arranged differently. Through the mutually clamped third hand-shaped plate and the fourth hand-shaped plate, the guide wheel passing seam structure 45 and the stable wheel passing seam structure 46 can fully adapt to the horizontal expansion and contraction deformation of the beam body under the overall temperature change, and can also provide effective support for the running of the guide wheel 52 and the stable wheel 53.

[0096] Embodiment 3

[0097] Please refer to Figure 13 The embodiment provides a construction method of a stretchable built-in track structure at a monorail bridge beam seam. The construction method uses the stretchable built-in track structure 4 at the monorail bridge seam 32 in the embodiment 1 or the embodiment 2. The construction method includes the following steps:

[0098] S1, according to the construction requirements, a pier 31 is made, a support 121 is installed on the pier 31, and a track beam 6 is erected in the bridge direction. The designed beam seam 32 width is reserved between adjacent track beams 6. The butt joint ends of the first track beam 1 and the second track beam 2 are respectively provided with an L-shaped notch 11 and a reserved groove 12. The L-shaped notch 11 and the reserved groove 12 serve as an operation space for installing corresponding components. An anchor 441 is arranged in the L-shaped notch 11 in advance. The construction method is specially used for the narrow and high cross-section track beam 6 of the straddle-type monorail traffic. The installation of the hand-shaped plate, the tightening of the specially designed nut 432, and the welding operation of the guide wheel passing seam structure 45 can be conveniently completed from the above-mentioned operation space on the top and both sides of the track beam 6;

[0099] S2, the first hand-shaped plate 41 and its anchor base 44 are pre-connected and anchored at the L-shaped notch 11 of the first track beam 1; the anchor base 44 is fixed in the L-shaped notch 11 by the anchor 441, specifically, a screw is used to pass through the through hole on the anchor base 44, and the anchor base 44 is fixed in the L-shaped notch 11 at the top end of the track beam 6; the first hand-shaped plate 41 and the anchor base 44 can be fixed by welding or can be integrally formed.

[0100] S3, the second hand-shaped plate 42 and its anchor base 44 are installed in the L-shaped notch 11 of the second track beam 2 in the manner of S2, the finger-shaped plate strips 411 of the second hand-shaped plate 42 and the finger-shaped plate strips 411 of the first hand-shaped plate 41 are arranged in a mutually clamping and embedding manner and kept flush, and a gap 422 is kept between the finger-shaped plate strips 411 of the first hand-shaped plate 41 and the finger-shaped plate strips 411 of the second hand-shaped plate 42 to ensure no contact.

[0101] S4, the first hand-shaped plate 41 and the second hand-shaped plate 42 are vertically fastened and connected by the locking member 43, and the vertical degree of freedom of the first hand-shaped plate 41 and the second hand-shaped plate 42 is limited by the locking member 43; after the first hand-shaped plate 41 and the second hand-shaped plate 42 are both fixed to the corresponding track beam 6, the special nut 432 is screwed in, and the finger-shaped plate strips 411 will be slightly deformed in a smooth transition, so as to ensure that the first and second hand-shaped plates 42 generate a fastening force, realize the effect of mutual vertical non-emptying and the intended purpose.

[0102] S5, the guide wheel over-joint structure 45 and the stabilizing wheel over-joint structure 46 are installed on both sides of the L-shaped notch 11 and in the reserved groove 12, and the installation method is similar to the installation process of the first hand-shaped plate 41 and the second hand-shaped plate 42; the third hand-shaped plate and the fourth hand-shaped plate are fixed in the L-shaped notch 11 or the reserved groove 12 respectively, and then the third hand-shaped plate and the fourth hand-shaped plate are butt-jointed to make the finger-shaped plate strips 411 of the two mutually clamping and embedding.

[0103] Finally, the built-in track structure 4 between all adjacent track beams 6 is installed according to the above S1-S5, until the construction of the entire monorail bridge structure is completed.

[0104] The above only describes the preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A retractable built-in track structure at the beam joint of a monorail bridge, characterized in that, The system includes a first track beam, a second track beam, and a retractable built-in track structure. A longitudinal beam joint exists between the first and second track beams. The retractable built-in track structure includes a first hand-shaped plate, a second hand-shaped plate, and a locking element. The first hand-shaped plate is rigidly connected to the end of the first track beam and flush with its top surface. The second hand-shaped plate is rigidly connected to the end of the second track beam and flush with its top surface. Each hand-shaped plate has at least two finger-shaped strips, with adjacent strips forming a strip gap in the transverse direction. The finger-shaped strips of the first and second hand-shaped plates are interlocked into the corresponding strip gaps. After interlocking, the finger-shaped strips of the first and second hand-shaped plates... The finger-shaped strips of the first and second hand-shaped plates have gaps between them, with the gaps running along the longitudinal direction of the bridge and several gaps arranged in the transverse direction. Each finger-shaped strip of the first and second hand-shaped plates is equipped with a locking element, which includes a pre-embedded screw and a special nut. The pre-embedded screw is connected to the finger-shaped strips of the first and second hand-shaped plates, and the bottom end of the pre-embedded screw is connected to the special nut. The size of the special nut is larger than the width of the strip gaps. The finger-shaped strips of the first and second hand-shaped plates restrict vertical freedom between each other through the special nut. Each special nut, when tightened, generates a tensile force N within the pre-embedded screw, vertically securing the first and second hand-shaped plates. The tensile force N satisfies N < μ1R. g / (n / 2*μ2), where n is the total number of special nuts, R g μ1 is the minimum value of the support reaction force at the pier under the gravity of the track beam, μ2 is the sliding friction coefficient between the support and the track beam, and μ2 is the sliding friction coefficient between the special nut and the finger strip.

2. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 1, characterized in that, The top of the adjacent beam ends of the first and second track beams are provided with L-shaped notches, and the retractable built-in track structure is installed in the L-shaped notches. The minimum vertical clearance between the first hand-shaped plate, the second hand-shaped plate and the bottom surface of the L-shaped notch is as follows: F3≥min(5cm, B1 / 10) Wherein, B1 is the width of the track beam, that is, the width of the first track beam and the second track beam.

3. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 1, characterized in that, The locking component also includes an elastic washer and a hard washer, which are disposed between the finger-shaped strip and the special nut.

4. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 3, characterized in that, The finger-shaped strip includes a first section and a second section. The first section is the part closest to the current track beam, and the second section is the part closest to the adjacent track beam. The pre-embedded screw is disposed at the bottom of the second section. The thicknesses of the first and second sections of the finger-shaped strip satisfy the following: t1>t2 Where t1 is the thickness of the first finger-shaped strip and t2 is the thickness of the second finger-shaped strip.

5. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 4, characterized in that, When the first hand-shaped plate and the second hand-shaped plate are installed, the minimum clearance in the longitudinal direction between the outer edge of the finger-shaped strip end of one hand-shaped plate and the point where the thickness of the first and second segments of the other hand-shaped plate changes abruptly satisfies the following: F5≥F1+D min / 2 Where F1 is the width of the gap between the first track beam and the second track beam, and D min This is the minimum dimension along the bridge direction for a specially designed nut.

6. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 3, characterized in that, The finger-shaped strips, the strip spacing, and the special nut satisfy the following: B2 <F4<D Wherein, B2 is the width of a single finger-shaped strip in the transverse direction, F4 is the width of the strip spacing, the outer edge of the special nut is hexagonal, and D is the distance between the parallel opposite sides of the hexagon.

7. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 1, characterized in that, When the first hand-shaped plate and the second hand-shaped plate are installed, the minimum clear distance F6 in the longitudinal direction between the outer edge of the end of one finger-shaped plate and the inner edge of the corresponding plate of the other hand-shaped plate satisfies the following: F6≥F1 Where F1 is the width of the gap between the first track beam and the second track beam.

8. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 1, characterized in that, The built-in track structure also includes an anchoring base and anchoring members. The anchoring base is tightly fixed at the L-shaped notch of the first track beam and the second track beam. The anchoring base is anchored to the first track beam and the second track beam through the anchoring members. The first hand-shaped plate and the second hand-shaped plate are rigidly connected to the first track beam and the second track beam through the anchoring base, respectively. The anchoring base is a steel plate with an L-shaped projection in the transverse direction, placed at the L-shaped notch at the end of the track beam.

9. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 8, characterized in that, The built-in track structure also includes a guide wheel through-gap structure set at the corner of the anchor base. The guide wheel through-gap structure is embedded inside the anchor base, and the outer side of the guide wheel through-gap structure is flush with the side of the first track beam and the second track beam.

10. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 9, characterized in that, The minimum vertical clearance F7 between the top edge of the guide wheel's through-gap structure and the bottom surfaces of the first and second hand-shaped plates satisfies: F7≥(L1+F1)*sin[max(θ1,θ2)] Where L1 is the distance from the outer edge of the end of the guide wheel joint structure to the center line section of the corresponding track beam support along the bridge direction, and θ1 and θ2 are the rotation angle values ​​at the center line section of the support generated by the first track beam and the second track beam under the assumption of plane section and the most unfavorable load combination of the ultimate limit state of bearing capacity in the current bridge code.

11. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 9, characterized in that, The first track beam and the second track beam have reserved grooves on both sides at their beam ends. A stabilizing wheel gap structure is installed in the reserved grooves. The outer side of the stabilizing wheel gap structure is flush with the side of the first track beam or the second track beam.

12. The retractable built-in track structure at the beam joint of a monorail bridge according to claim 11, characterized in that, The gap-passing structure at the guide wheel and the gap-passing structure at the stabilizing wheel respectively include a first guide structure and a second guide structure. The first guide structure and the second guide structure are respectively a third hand-shaped plate and a fourth hand-shaped plate that are interlocked with each other. The third hand-shaped plate and the fourth hand-shaped plate respectively have finger-shaped strips that are spaced apart from each other.

13. A construction method for a retractable built-in track structure at the beam joint of a monorail bridge, characterized in that, The construction method using the retractable built-in track structure at the beam joint of a monorail bridge as described in any one of claims 1-12 includes the following steps: S1. Construct bridge piers according to construction requirements, install supports on the bridge piers, and then erect track beams along the bridge direction. The designed beam gap width is reserved between adjacent track beams. The joint ends of the first track beam and the second track beam are respectively pre-set with L-shaped notches and reserved grooves. S2. Pre-connect the first hand-shaped plate and its anchoring base, and anchor it at the L-shaped notch of the first track beam; S3. Install the second hand-shaped plate and its anchoring base in the L-shaped notch of the second track beam as in S2. Arrange the finger strips of the second hand-shaped plate and the finger strips of the first hand-shaped plate in an interlocking manner and keep them flush. S4. Use locking devices to vertically fasten the first hand-shaped plate and the second hand-shaped plate together; S5. Install the guide wheel gap structure and the stabilizing wheel gap structure on both sides of the L-shaped notch and in the reserved groove.

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