A secondary pouring type track structure and construction method suitable for a monorail tunnel

Abstract

This invention discloses a secondary-cast track structure and construction method suitable for monorail tunnels, belonging to the technical field of straddle-type monorail tunnels. It includes a base cast on the tunnel floor slab and multiple beam units arranged longitudinally on the base, followed by a secondary casting layer cast on the beam units to form a complete track beam structure. By arranging the secondary casting layer around the beam units, precise control of the alignment and smoothness of the vehicle running surface on the track beam can be achieved. The beam units are prefabricated for easy transportation and on-site construction. Furthermore, a construction method is proposed, which achieves initial positioning and adjustment of the track structure through the installation of the beam units. In the subsequent construction of the secondary casting layer, secondary adjustments are achieved through precise installation of formwork and verification and correction after casting, ultimately ensuring that the smoothness and alignment of the resulting track beam running surface meet actual requirements.

Description

Technical Field

[0001] This invention belongs to the field of straddle-type monorail tunnel technology, specifically relating to a secondary casting type track structure and construction method suitable for monorail tunnels. Background Technology

[0002] Straddle-type monorail transit is a rail transit system in which vehicles travel on a track beam with rubber wheels. It is suitable for main traffic arteries in medium-sized cities, denser traffic lines in large cities, and urban traffic lines and tourist routes with relatively complex terrain. In densely built-up urban core areas or where there are high requirements for urban landscape, straddle-type monorail lines are usually laid underground.

[0003] Currently, the main types of monorail tunnel track structures include supports + precast track beams, track walls, or fully precast (semi-precast) track walls. However, in actual construction, problems exist such as excessively large precast component dimensions, excessive self-weight, unreasonable connection structures between precast components and tunnel segments or invert arches, and substandard connection strength. Furthermore, for straddle-type monorails, controlling the construction precision of the monorail vehicle's running surface (i.e., the plane on which the running wheels, guide wheels, and stabilizing wheels travel) is crucial to the smoothness and comfort of the vehicle's operation, and is a key technical issue in this field.

[0004] Therefore, it is currently necessary to improve the track structure in straddle-type monorail tunnels in order to achieve precise control over the flatness of the track beam surface. Summary of the Invention

[0005] In view of one or more of the above-mentioned defects or improvement needs of the prior art, the present invention provides a secondary casting type track structure and construction method suitable for monorail tunnels. The initial adjustment of the track beam structure is achieved by installing beam units, and a secondary casting layer is formed by casting on the outer periphery of the beam units for secondary adjustment to ensure the smoothness of the track beam running surface.

[0006] To achieve the above objectives, the present invention provides a secondary casting type track structure suitable for monorail tunnels, which is installed on the tunnel floor slab. The structure is characterized by comprising multiple beam units arranged sequentially along the longitudinal direction, with a base provided between the beam unit and the tunnel floor slab, and a secondary casting layer provided on the outer side of the beam unit.

[0007] The beam unit includes a beam and flanges located on both sides of the bottom of the beam, forming an inverted "T" shape.

[0008] The base is a cast-in-place base, formed by pre-embedding reinforcing bars in the tunnel floor slab and then pouring concrete.

[0009] A first connecting member is provided between the beam body unit and the base to achieve the fixed connection between the beam body unit and the base.

[0010] As a further improvement of the present invention, protruding parts are respectively arranged on both sides of the beam body, and through holes penetrating through the upper and lower end faces are arranged at intervals along the longitudinal direction between the two protruding parts.

[0011] As a further improvement of the present invention, the two protruding parts are symmetrically arranged with respect to the longitudinal central vertical plane of the beam body, and the distances between the two protruding parts and the two wing plates are the same respectively, so that the beam body unit forms a "soil" - shaped structure.

[0012] As a further improvement of the present invention, shear members are arranged on the outer peripheral wall surface of the beam body unit, and the secondary casting layer is anchor - connected with the shear members.

[0013] As a further improvement of the present invention, the first connecting member is pre - embedded in the base, and through holes are correspondingly opened on the wing plate of the beam body unit so that the first connecting member can pass through.

[0014] As a further improvement of the present invention, at least one positioning part and / or connecting part is arranged between two adjacent beam body units for docking and / or connecting the two beam body units.

[0015] As a further improvement of the present invention, the positioning part includes joints and interfaces which are respectively arranged on the adjacent end faces of the two beam body units and are mutually matched for docking, so as to achieve the docking of the two beam body units.

[0016] and / or

[0017] The connecting part includes two mounting holes which are respectively arranged on the adjacent end faces of the two beam body units and correspond to each other, and a second connecting member penetrating through the two mounting holes for connecting the two beam body units.

[0018] As a further improvement of the present invention, a buffer pad is arranged between the beam body unit and the base for buffering between the two and for height adjustment of the beam body unit.

[0019] The present invention also provides a construction method for a track structure, which is characterized by including the following steps:

[0020] S1. Steel structure parts are pre - embedded on the tunnel floor, the plane position and elevation of the top surface of the base are determined, and construction is carried out by pouring to obtain the base.

[0021] S2. The size of the beam body unit is determined according to the line - type parameters and tunnel measurement data, the beam body units are installed in sequence, and the adjacent beam body units are blocked by a sealing material, the beam body unit and the base are sealed by filling slurry, and other facilities are constructed.

[0022] S3. Implement the secondary casting layer, and check the smoothness of the running surface after the secondary casting layer is completed.

[0023] As a further improvement of the present invention, in step S3, when there are protruding structures on both sides of the beam body, after the preliminary casting is completed, pressure filling treatment is carried out to ensure dense filling.

[0024] The above improved technical features can be combined with each other as long as they do not conflict with each other.

[0025] Generally speaking, compared with the prior art, the beneficial effects of the above technical solutions conceived by the present invention include:

[0026] (1) The secondary casting type track structure and construction method applicable to a single-track tunnel of the present invention includes a base cast on the tunnel floor and a plurality of beam body units arranged longitudinally in sequence on the base, and a secondary casting layer cast on the beam body units to form a complete track beam structure. By arranging the secondary casting layer on the outer periphery of the beam body units, the alignment and smoothness of the vehicle running surface on the track beam can be accurately controlled, and by prefabricating the beam body units, it is convenient for transportation and on-site construction;

[0027] (2) The secondary casting type track structure and construction method applicable to a single-track tunnel of the present invention has a precast block structure on the upper part of the track structure and a cast-in-place base on the lower part. The structural members of the beam body units are small in size and light in weight, which is beneficial for transportation and installation in the tunnel;

[0028] (3) The secondary casting type track structure and construction method applicable to a single-track tunnel of the present invention adopts a through-length setting for the connection between the track structure and the tunnel segment or invert. The load transmitted from the vehicle and the track structure to the tunnel is a uniformly distributed load, with small longitudinal differential settlement, reasonable tunnel stress, and through the construction of the cast-in-place base and the connection between the base and the beam body units through the first connecting member, the connection can be ensured to be reliable.

[0029] (4) The secondary casting type track structure and construction method applicable to a single-track tunnel of the present invention realizes the preliminary linear adjustment function through the longitudinal connection between the beam body units, and a positioning part and a connection part are provided between two adjacent beam body units to ensure the construction accuracy and stable connection of the two;

[0030] (5) The secondary casting type track structure and construction method applicable to a single-track tunnel of the present invention is divided into two types: inverted "T" type and "soil" type. The secondary casting layer is integrally cast, which can meet the construction accuracy requirements of the single-track vehicle running track, ensure the running smoothness, and an enhanced layer is provided inside the secondary casting layer to ensure the structural strength. The secondary casting layer is combined with the skeleton through embedded parts to form an integral force-bearing;

[0031] (6) The present invention provides a secondary casting type track structure and construction method applicable to monorail tunnels. It proposes a construction method in which the beam unit is first installed and its position is adjusted to achieve the initial adjustment in the whole process. In the construction of the secondary casting layer, a secondary adjustment is made, which is the final adjustment, so as to achieve precise control of the track beam running surface and ensure the smoothness of the track beam running surface. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the overall structure of the secondary casting type track structure in Embodiment 1 of the present invention;

[0033] Figure 2 This is a schematic diagram of the overall structure of the secondary casting type track structure in Embodiment 2 of the present invention;

[0034] Figure 3 This is a schematic diagram of the overall structure of the secondary casting type track beam in Embodiment 1 of the present invention;

[0035] Figure 4 This is a schematic diagram of the overall structure of the secondary casting type track beam in Embodiment 2 of the present invention;

[0036] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Base; 101. Steel structural member; 2. Beam unit; 201. Beam; 202. Wing plate; 203. Protrusion; 204. Guide pipe; 205. Shear member; 206. Positioning part; 3. Secondary pouring layer; 301. Secondary pouring material; 302. Reinforcing layer; 303. Corner guard steel bar; 4. First connector; 5. Buffer pad; 6. Tunnel floor slab. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0038] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0040] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0041] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] Example:

[0043] Please see Figures 1-4The preferred embodiment of this invention provides a secondary-cast track structure suitable for monorail tunnels. This track structure is installed on the tunnel floor slab and includes multiple beam units arranged longitudinally. A base is provided between the beam units and the tunnel floor slab to support the beam units. A secondary-cast layer is also provided on the outer side of each beam unit. This secondary-cast layer is formed by casting the corresponding material onto the outer perimeter of the beam units after longitudinal splicing. The secondary-cast layer is integrally cast to ensure the smoothness of the track surface. It should be noted that in this application, the longitudinal direction of the track structure is considered, and the ground surface of the track structure is considered the horizontal plane.

[0044] Specifically, the beam units 2 in this application are multiple precast structures arranged longitudinally, while their bottom base 1 is a cast-in-place base. This makes the track structure in this application a semi-precast structure with a precast upper part and a cast-in-place lower part. The cast-in-place base is a reinforced concrete structure, formed by pre-embedding steel structural components 101, such as reinforcing bars, steel sleeves, or installing reinforcing bars in the tunnel floor slab 6, and then pouring concrete on site to form the cast-in-place base for supporting the beam units 2. Each beam unit 2 is a precast block structure with a length of 1 to 10 meters. Its internal structure can be hollow to reduce its weight, and can be determined according to the actual site conditions and the lifting capacity of the transportation equipment.

[0045] Furthermore, in Example 1, as Figure 1 , 3 As shown, the beam unit 2 includes a beam 201, which is the main structure of the final track beam. Wing plates 202 are respectively provided on both sides of the bottom of the beam 201. The bottom of the wing plates 202 is flush with the bottom of the beam 201, and the front and rear end faces of the two wing plates 202 are flush with the front and rear end faces of the beam 201. The two wing plates 202 are symmetrically arranged about the longitudinal center vertical plane of the beam 201, forming a large contact surface between the entire beam unit 2 and the base 1, allowing the beam unit 2 to be mounted on the base 1. More preferably, the two wing plates 202 are integrally formed with the beam 201, making the entire beam unit 2 an inverted "T" shaped structure. Further explanation: the longitudinal center vertical plane of the beam 201 is perpendicular to the horizontal plane and extends longitudinally, passing through the center of the beam 201.

[0046] Furthermore, a longitudinally extending groove is provided on the base 1, and the width of the groove is slightly larger than the width of the beam unit 2, thereby enabling the installation of the beam unit 2. More preferably, a first connecting member 4 is provided between the beam unit 2 and the base 1 to achieve the connection between the two. In this case, holes are pre-embedded in the base 1, and multiple bolt holes for installing the first connecting member 4 are pre-embedded during the casting process of the base 1. The bolt holes are located on the bottom surface of the groove in the base 1. Before the beam unit 2 is installed, the first connecting member 4 is pre-set on the base 1. Correspondingly, through holes are also provided on the wing plate 202, which are spaced longitudinally and penetrate the upper and lower end faces, so that the first connecting member 4 can pass through to achieve the connection between the wing plate 202 and the base 1, thereby achieving the connection between the beam unit 2 and the base 1. Alternatively, multiple bolt holes can be provided on the bottom surface of the groove. By selecting appropriate bolt holes for the beam unit 2, the beam 201 can be positioned, improving the installation accuracy of the beam unit 2. Furthermore, the first connector 4 is preferably a bolt, which, after passing through the through hole on the wing plate 202, connects the beam unit 2 and the base 1 by tightening the bolt.

[0047] Furthermore, shear members 205 are also provided on the outer peripheral wall of the beam 201. Shear members 205, such as shear studs and / or steel plates, are respectively provided on the two side walls and top surface of the beam 201. Multiple shear members 205 can be arranged in an array, forming an array of shear members 205 on the outer wall of the beam 201 (i.e., multiple elements spaced apart along the longitudinal, transverse, and vertical directions). During secondary casting on the outer periphery of the beam 201, the resulting secondary casting layer 3 encapsulates the shear members 205, creating an anchoring connection between the secondary casting layer 3 and the shear members 205, thereby enhancing the overall performance of the entire track structure. More preferably, during the fabrication of the beam unit 2, the shear members 205 can be pre-embedded in the beam 201.

[0048] Furthermore, during the secondary pouring of the beam 201, a reinforcing layer 302 is provided on the outer periphery of the beam 201, so that the secondary pouring layer 3 formed has a reinforcing layer 302 inside, thereby improving the load-bearing performance of the secondary pouring layer 3. More preferably, the reinforcing layer 302 includes a steel mesh and a fiberglass mesh, which are respectively provided on both sides and the top of the beam 201. At the same time, corner guards 303 are provided at the corners of the secondary pouring layer 3, that is, on the outer side of the corners of the beam unit 2. The corner guards 303 are "L"-shaped steel plates to reinforce the corners of the secondary pouring layer 3. In addition, the materials used for the secondary pouring layer 3 are one or more combinations of ordinary concrete, high-strength concrete, steel-reinforced concrete, or other wear-resistant pavement materials.

[0049] Furthermore, such as Figure 2 , 4As shown, in Embodiment 2, the beam unit 2 further includes two protruding portions 203 respectively disposed on both sides of the beam body 201. The two protruding portions 203 extend longitudinally, and there is a certain distance between the protruding portion 203 and the bottom wing plate 202, so that during the secondary pouring process, the secondary pouring layer 3 is divided into the upper and lower parts of the protruding portion 203, and a plurality of through holes are longitudinally arranged at intervals on the protruding portion 203. During the pouring process, the secondary pouring material 301 can be filled below the protruding portion 203 through the through holes, so that the secondary pouring layer 3 is formed in the corresponding areas of the running wheels, guiding wheels and stabilizing wheels on the straddle-type monorail vehicle. Further preferably, the protruding portion 203 and the beam body 201 are integrally cast, so that it forms a cross-shaped structure with the beam body 201 (and the whole beam unit 2 is a "soil" shaped structure), and a conduit 204 is预埋 in the protruding portion 203 to form a through hole to realize the circulation of the secondary pouring material 301.

[0050] Furthermore, the running wheels of the monorail vehicle contact the top surface of the track structure, while its guiding wheels contact the upper region of the side wall surface of the track beam. Correspondingly, the stabilizing wheels contact the lower region of the side wall surface of the track beam. Therefore, while the protruding portion 203 does not affect the formation of the secondary pouring layer to keep the contact surface of the track beam in contact with the vehicle smooth and straight, a cross-shaped structure is formed by the protruding portion 203 and the beam body 201, thereby enhancing the structural strength of the beam unit 2 itself, and the material in the secondary pouring layer is also arranged in the through holes of the protruding portion 203, realizing the stable combination of the secondary pouring layer and the beam unit 2 to form an integral force.

[0051] Furthermore, the length of the protruding portion 203 in the longitudinal direction is the same as the overall length of the beam unit 2, and its front and rear end faces can be flush with the front and rear end faces of the beam body 201, so that the front and rear end faces of the beam body 201, the wing plate 202 and the protruding portion 203 in the beam unit 2 are coplanar. Or, the protruding portion 203 can also be arranged staggeredly. One end protrudes from the end face of the beam body 201 to form a protruding structure, while the other end is recessed relative to the end face of the beam body 201 to form a notch structure. When two adjacent beam units 2 are butted, the protruding structure at one end is combined with the notch structure at the other end to realize butt joint and preliminary alignment.

[0052] Furthermore, at least one positioning portion 206 and / or connecting portion is provided between two adjacent track units for realizing the butt joint and / or connection between two adjacent track units in the longitudinal direction.

[0053] Furthermore, the positioning part 206 includes an interface and a joint respectively disposed on the adjacent end faces of the two beam units 2. The interface and joint can match each other, so that when two adjacent track units are installed along the longitudinal direction, whether the interface and joint match and align can be used to determine whether the two are in the same position in the circumferential and vertical directions, thereby improving the assembly accuracy. More preferably, the joint is a tenon structure, and correspondingly, the interface is a tenon structure. More preferably, the joint and interface can be arranged crosswise on the same end face, but in application, the structure of the track units on the same line must be kept uniform.

[0054] Furthermore, the connecting part includes mounting holes respectively disposed on the end faces of two adjacent track units and a second connector passing through the two mounting holes. The two adjacent beam units 2 are fixedly connected by the second connector, thereby realizing the longitudinal connection of the two beam units 2. More preferably, the mounting holes are multiple on the end face of the beam 201.

[0055] In a preferred embodiment, the second connector is an anchor bolt. Before the track unit is installed, the second connector is pre-installed into the mounting hole on one end face of the track unit. During installation, the anchor bolt extends into the mounting hole in the other track unit, thereby achieving a fixed connection between the two beam units 2.

[0056] In another preferred embodiment, the mounting hole is a screw hole, and the second connector is a bolt. Correspondingly, a hand hole is provided around the mounting hole. This hand hole is a blind hole on the side wall of the track unit, communicating with the mounting hole. This allows workers to insert the bolt into the two screw holes after completing the docking of the two beam units 2, and then tighten the nuts to connect the two beam units 2. Furthermore, the second connector can also be a reinforcing steel bar, and the two beam units 2 can be fixedly connected by filling with grout.

[0057] To further explain, a certain gap is left between two adjacent beam units 2 to provide a certain redundancy, thereby meeting the assembly construction requirements. After the two adjacent beam units 2 have completed the docking and connection work, the gap between them is sealed with sealing material.

[0058] Furthermore, a buffer pad 5 is provided between the beam 201 and the base 1, and the height can be adjusted by adding or removing the buffer pad 5. Multiple buffer pads 5 are respectively provided between the outer wall of the two wing plates 202 and the inner wall of the groove, and between the bottom of the beam 201 and the bottom of the groove. Specifically, the buffer pads 5 between the bottom of the beam 201 and the bottom of the groove are respectively provided for the two wing plates 202, and the height is adjusted by adding or removing the buffer pads 5 at this location. Further, the buffer pad 5 can be a single unit extending longitudinally, or multiple buffer pads spaced apart longitudinally. More preferably, the depth of the groove is slightly greater than the thickness of the wing plate 202, so that after the buffer pad 5 is provided, the top surface of the base 1 is flush with the surface of the wing plate 202, forming a flush plane after construction.

[0059] Furthermore, after the installation of beam unit 2 is completed, the gap between each beam unit 2 and the base 1 is filled with grout under pressure. After the filling process is completed, the side structural beams and / or filling layers are constructed to ensure the tunnel's evacuation, drainage and other functions are complete.

[0060] Furthermore, this application also proposes a construction method for a two-stage cast-in-place track structure, comprising the following steps:

[0061] S1. Construct base 1, including the following specific steps:

[0062] S11. Reinforcing bars and steel sleeves are pre-reserved on the tunnel floor slab 6, or reinforcing bars are installed on the tunnel floor slab 6 so that steel structural components 101 are pre-embedded in the tunnel floor slab 6.

[0063] S12. Determine the planar position and elevation of the top surface of base 1, and verify by measurement;

[0064] S13. Tie the reinforcing steel of base 1 and carry out the pouring construction to obtain the base 1 structure. At the same time, during the pouring process, the first connector 4 holes are pre-embedded.

[0065] S2. Install beam unit 2, including the following steps:

[0066] S21. Determine the dimensions of beam unit 2 based on the horizontal and vertical alignment parameters of the line and tunnel measurement data;

[0067] S22. A buffer pad 5 is set between the beam 201 and the base 1 to adjust the position of the beam unit 2 in the horizontal and vertical directions. The fixed connection between the beam unit 2 and the base 1 is achieved through the first connector 4. When installing the next beam unit 2, the connection between the two adjacent beam units 2 must be completed first, and then the connection between the beam unit 2 and the base 1 is carried out. The subsequent beam unit 2 installations are carried out in the same way.

[0068] Specifically, the beam unit 2 is positioned on the horizontal plane by selecting appropriate holes in the first connector 4 and aligning the through holes on the wing plate 202 with the holes of the connector. The height of the beam unit 2 is adjusted by adding or reducing the buffer pads 5. Further, during the subsequent installation process of the beam unit 2, the docking of two adjacent beam units 2 can be achieved through the mutual matching of the interfaces and joints, thereby improving the installation accuracy of the beam unit 2. Moreover, the height can be adjusted by the buffer pads 5 first, and then the two adjacent beam units 2 are connected by the second connector. Meanwhile, appropriate holes of the first connector 4 are selected for the fixed connection between the beam unit 2 and the base 1;

[0069] S23. Seal the gap between two adjacent beam units 2 with a plugging material, and fill and seal the gap between the beam unit 2 and the base 1 with a filling slurry;

[0070] S24. Construct the side structural beams, filling layer, water channel and other ancillary facilities on both sides of the base 1;

[0071] S3. Implement the secondary casting layer 3, including the following specific steps:

[0072] S31. Set the strengthening layer 302 and corner guard bars 303 on the outer periphery of the beam unit 2;

[0073] S32. Set formwork on the outer periphery of the beam 201 and detect the installation accuracy of the formwork structure to ensure the smoothness of the outer peripheral surface of the casting layer. The formwork structure is a template and can be made of steel components;

[0074] S33. Pour the secondary casting material 301 into the formwork to form the secondary casting layer 3;

[0075] Specifically, when implementing the casting of the structure with protrusions 203 on both sides of the beam 201 (i.e., the beam unit 2 is a "soil" - shaped structure), the formwork closely adheres to the outer side wall of the protrusion 203, and the casting material is drained to the lower part of the protrusion 203 through the conduit 204, thus completing the implementation of the stabilizing layer (the area corresponding to the stabilizing wheel). And after the casting is completed, pressure filling is carried out again to ensure dense filling;

[0076] S34. After the secondary casting layer 3 is formed, measure the data of the track running surface of the secondary casting layer 3 to determine whether it meets the accuracy requirements of the vehicle running surface,

[0077] Specifically, measure the three - dimensional data of the running surface of the track beam by measuring instruments and combine it with the horizontal and vertical information of the line to achieve the verification of the smoothness of the running surface of the track beam.

[0078] This invention discloses a secondary-cast track structure and construction method suitable for monorail tunnels. The secondary-cast track structure includes a base cast into the tunnel floor slab and multiple beam units arranged longitudinally on the base. A secondary casting layer is cast onto the beam units to form a complete track beam structure. By arranging the secondary casting layer around the beam units, precise control of the alignment and smoothness of the vehicle running surface on the track beam is achieved. Prefabrication of the beam units facilitates transportation and on-site construction. Furthermore, a construction method is proposed to achieve… The construction of this track structure involves positioning and installing beam units on the base and connecting two adjacent beam units to form the basic track beam structure. The initial positioning and adjustment of the entire track structure is achieved by selecting the first connecting hole, adding or removing buffer pads, and controlling the alignment of the track beam structure through the positioning part between two adjacent beam units. In the subsequent construction of the secondary pouring layer, the precise installation of the formwork and the verification and correction after pouring are the secondary adjustments in the entire construction process, so as to ultimately ensure that the smoothness of the track beam running surface and the alignment meet the actual requirements.

[0079] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A secondary-cast track structure suitable for monorail tunnels, installed on the tunnel floor slab, characterized in that, It includes a plurality of beam body units arranged longitudinally in sequence. A base is provided between the beam body units and the tunnel floor slab, and a secondary casting layer is also provided on the outer side of the beam body units. The beam body unit includes a beam body and wing plates respectively arranged on both sides of the bottom of the beam body, so that the beam body unit forms an inverted "T" structure. Protrusions are respectively provided on both sides of the beam body, and the two protrusions extend horizontally. And the protrusions have a certain distance from the bottom wing plates, so that during the secondary casting process, the secondary casting layer is divided into the upper part and the lower part of the protrusions, and through holes penetrating through the upper and lower end faces are arranged at intervals along the longitudinal direction of the two protrusions, so that during the casting process, the secondary casting material is filled below the protrusions through the through holes. The base is a cast-in-place base, which is formed by pre-embedding reinforcement bars on the tunnel floor slab and pouring concrete. A first connecting piece is provided between the beam body unit and the base to realize the fixed connection between the beam body unit and the base. Shearing pieces are provided on the outer peripheral wall surface of the beam body unit, and the secondary casting layer is anchored and connected with the shearing pieces.

2. The secondary casting type track structure suitable for monorail tunnels according to claim 1, wherein, The two protrusions are symmetrically arranged with respect to the longitudinal central vertical plane of the beam body, and the distances between the two protrusions and the two wing plates are the same respectively, so that the beam body unit forms a "soil" - shaped structure.

3. The secondary casting type track structure suitable for monorail tunnels according to claim 1 or 2, wherein, The first connecting piece is pre-embedded in the base, and through holes are correspondingly opened on the wing plates of the beam body unit to enable the first connecting piece to pass through.

4. The secondary casting type track structure suitable for monorail tunnels according to claim 1 or 2, wherein, At least one positioning part and / or connecting part is provided between two adjacent beam body units for realizing the butt joint and / or connection of the two beam body units.

5. The secondary casting type track structure suitable for monorail tunnels according to claim 4, wherein, The positioning part includes joints and interfaces respectively arranged on the adjacent end faces of the two beam body units and mating with each other for realizing the butt joint of the two beam body units. and / or The connecting part includes two corresponding mounting holes respectively arranged on the adjacent end faces of the two beam body units and a second connecting piece penetrating through the two mounting holes for realizing the connection of the two beam body units.

6. The secondary casting type track structure suitable for monorail tunnels according to claim 1 or 2, wherein, A buffer pad is provided between the beam body unit and the base for realizing the buffering between the two and the height adjustment of the beam body unit.

7. A construction method for a track structure, used to prepare a secondary casting type track structure suitable for monorail tunnels as described in any one of claims 1 to 6, characterized in that, It includes the following steps: S1. Steel structural parts are pre-embedded on the tunnel floor slab, the plane position and elevation of the top surface of the base are determined, and casting construction is carried out to obtain the base. S2. The dimensions of the beam body units are determined according to the line linear parameters and tunnel measurement data, the beam body units are installed in sequence, and the adjacent beam body units are sealed with blocking materials. The beam body units and the base are sealed with filling slurry, and other facilities are constructed. S3. The secondary casting layer is implemented, and the smoothness of the running surface is checked after the secondary casting layer is completed.

8. The construction method for the track structure according to claim 7, wherein, In step S3, when protrusion structures are provided on both sides of the beam body, after the preliminary casting is completed, pressure filling treatment is carried out to ensure dense filling.

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