A connection structure with adaptive beam end rotation angle, a simply supported track beam bridge and a construction method

Abstract

The present invention relates to the technical field of design and construction of small and medium span straddle-type monorail track beams, and in particular to a connection structure with adaptive beam end turning angle, a simply supported track beam bridge and a construction method. The connection structure is used to connect track beams arranged adjacently along the bridge direction, and the track beam width B≤100cm; the connection structure is arranged at the beam gap position between the first track beam and the second track beam, and the beam gap is provided with a flexible rigid connection structure of a running wheel, a guide wheel gap structure and a rigid rigid connection structure of a stabilizing wheel in sequence from top to bottom; the flexible rigid connection structure of the running wheel and the rigid rigid connection structure of the stabilizing wheel are rigidly connected to the track beam respectively; the technical solution of the present invention has better mechanical properties, driving comfort and a larger bridge span. It is a new type of simply supported track beam bridge that is safer, more economical, more practical and more convenient than the existing technology, and can be widely used in the assembly construction of various types of straddle-type monorail bridge span structures with small and medium spans.

Description

Technical Field

[0001] The invention relates to the technical field of design and construction of small and medium span straddle type monorail track beams, and in particular to a connection structure with adaptive beam end angles, a simply supported track beam bridge and a construction method. Background Art

[0002] The straddle-type monorail is a rail transit system that is supported, stabilized and guided by a single track, while the vehicle body uses rubber tires to ride on the track beam. It is generally used in urban rail transit with medium and low traffic volumes. Figure 1 As shown, the existing track beam 90 of the straddle-type monorail is used for the running wheels 92 of the straddle-type monorail vehicle 91 to run on the top surface, and for the guide wheels 93 and the stabilizing wheels 94 to run on the side surface. The track beam is both a load-bearing structure and a running track. Therefore, it is required to achieve millimeter-level horizontal and vertical prefabrication, erection and bridge alignment accuracy. However, it is difficult to ensure the accuracy requirements of the track beam by on-site cast-in-place construction. Therefore, the construction method of "factory prefabrication, on-site assembly, partial cast-in-place" is generally adopted.

[0003] At present, the bridge span structure systems of straddle-type monorail include three types: simply supported beam system, simply supported first and then continuous beam system, and simply supported first and then continuous rigid frame system. However, each system has some long-standing unresolved problems that limit the promotion and application of straddle-type monorail. The advantages and existing shortcomings of each system are analyzed as follows:

[0004] 1. The advantages of the simply supported beam system are: (1) no secondary internal forces are generated under the influence of foundation settlement, concrete shrinkage creep, temperature, etc.; (2) the difficulty of controlling the line shape during on-site erection is low, and the line shape adjustment is relatively convenient. After the bridge is completed, the line shape can be adjusted for each beam hole; (3) the difficulty of on-site construction is low, the construction process is few, and the construction speed is fast, which is very suitable for prefabricated assembly construction. Its disadvantages are: (1) poor integrity, low rigidity, poor seismic and torsion resistance; (2) there are many expansion joints and the unit price is high, the driving comfort is poor, and the tire wear is large; (3) the large turning angle at the end of the simply supported beam leads to a smaller span than that of the continuous beam, the bridge piers are dense, which is not conducive to avoiding underground pipelines, and the landscape is average; (4) there are many expansion joints and supports, and the maintenance and repair workload is large.

[0005] 2. The advantages of the simple-supported-then-continuous-beam system are: (1) better integrity, greater rigidity, and certain earthquake and torsion resistance; (2) fewer expansion joints, better driving comfort, and less tire wear; (3) moderate span, better coordination between pier height and span; (4) fewer expansion joints and fewer supports, and moderate maintenance workload. Its shortcomings are as follows: (1) secondary internal forces will be generated under the action of uneven foundation settlement; (2) rigid wet joints with dense steel bars and steel bundles need to be cast on the top of the middle pier, which requires a large amount of steel bar connection work and low efficiency of prefabricated assembly construction; (3) the proportion of live load borne by the track beam is too large, which makes it difficult to control the tensile stress in the negative bending moment area. For example, if the negative bending moment area cracks, it is difficult to repair and seriously affects driving comfort; if negative bending moment bundles are used for on-site tensioning, it will have a great impact on the vertical and especially the horizontal linear shape of the prefabricated beam, and the tensioning operation requirements are very high; (4) if the support arrangement is not carefully analyzed and calculated, it is possible that a single pier may bear a much greater horizontal force than other piers, resulting in excessive horizontal displacement of the pier top, affecting driving smoothness.

[0006] 3. The advantages of the simple-support-then-continuous rigid frame system are: (1) good integrity, high rigidity, and strong earthquake and torsion resistance; (2) fewer expansion joints, good driving comfort, and low tire wear; (3) moderate span, and good coordination between pier height and span; (4) fewer expansion joints and supports, and less maintenance and repair work; (4) the longitudinal horizontal force is shared by multiple piers, which can reduce the horizontal displacement of the pier top and the number of lower pile foundations. Its shortcomings are as follows: (1) The structural system is greatly affected by uneven foundation settlement, concrete shrinkage and creep, temperature and other factors; (2) Rigid wet joints with dense steel strands and cast-in-place steel bars are required at the top of the middle pier, which requires a large amount of steel bar connection work and low efficiency of prefabricated assembly construction; (3) The live load borne by the track beam accounts for too large a proportion, making it difficult to control the tensile stress in the negative bending moment zone. For example, cracking in the negative bending moment zone makes repair difficult and seriously affects driving comfort; (4) The linear control requirements are very high and need to be adjusted in place once before the bridge is completed. The linear shape cannot be adjusted after the bridge is completed. Summary of the invention

[0007] Theoretically, the simply supported beam system has a faster construction speed and lower engineering cost, and is the most economical bridge type for the assembled construction of bridge span structures for straddle-type monorail transportation. Therefore, in response to the long-standing unresolved problems of the above-mentioned existing simply supported beam systems, the present invention provides a connection structure with adaptive beam end rotation angles, a simply supported rail beam bridge and a construction method, which, starting from the root problem of the overall structural system of the bridge, solves the four major deficiencies of the existing simply supported beam system at the same time, and has better mechanical properties, driving comfort, bridge landscape and economic benefits.

[0008] In order to achieve the above-mentioned object of the invention, the present invention provides the following technical solutions:

[0009] An adaptive beam end corner connection structure, the connection structure is used to connect track beams arranged adjacently along the bridge direction, the track beam width B≤100cm; the connection structure is arranged at the beam gap position between the first track beam and the second track beam, and the beam gap is provided with a flexible rigid connection structure of a running wheel, a guide wheel gap structure and a rigid rigid connection structure of a stabilizing wheel in sequence from top to bottom; the flexible rigid connection structure of the running wheel and the rigid rigid connection structure of the stabilizing wheel are rigidly connected to the track beams respectively; the minimum vertical thickness of the rigid rigid connection structure of the stabilizing wheel is H5, and H5 satisfies the following formula:

[0010] H5≤max(H1 or H2) / 3, and H5≥5*H4;

[0011] Among them, H1 is the beam height at the center line of the first track beam support, H2 is the beam height at the center line of the second track beam support, and H4 is the minimum vertical thickness of the flexible rigid connection structure at the walking wheel.

[0012] The technical principles and effects of the above invention are as follows: (1) When the flexible rigid connection structure of the shaping wheel is used in conjunction with the rigid rigid connection structure of the stabilizing wheel, the first track beam and the second track beam can be close to the stress state of the simply supported beam in the vertical direction and close to the force transmission effect of the continuous beam in the horizontal direction, thereby combining the advantages of the simply supported beam system and the continuous beam system; (2) The flexible rigid connection structure of the shaping wheel can produce flexible flexural deformation under the action of the beam end angle to reduce the warping and arching degree at the beam joint, and at the same time achieve the effect of adaptive beam end angle, ensuring the smooth transition of the train running surface between the two spans of the track beams and avoiding the phenomenon of jumping, thereby solving the shortcoming that the span of the simply supported beam system cannot be increased, and can achieve the same pier density and landscape as the continuous beam system, and also achieve the effect of reducing the expansion joint device to improve driving comfort, reduce tire wear, and reduce maintenance and repair workload; (3) The rigid rigid connection structure of the stabilizing wheel is mainly responsible for transmitting the overall The horizontal loads such as temperature rise and fall, traction and braking force, etc., at the same time, after connecting the track beams on both sides as a whole, the lateral bending stiffness of the whole bridge is greatly improved, and the anti-seismic, anti-torsion and anti-roll performance of the whole bridge are strengthened. In general, the rigid rigid connection structure of the stabilizing wheel is located in the vertical middle of the track beam, so the tensile deformation caused by the beam end angle is small, the tensile stress is easy to control within the range of the material tensile strength, and it is not easy to crack and affect the vertical line shape of the track beam; (4) After calculation and analysis, when H5≤max(H1 or H2) / 3 and H5≥5*H4, the negative bending moment effect transmitted to the beam joint by the track beams on both sides under the action of vertical loads such as live load of the train is greatly reduced compared with the continuous beam system, and the vertical force of the track beams on both sides is close to the state of the simply supported beam, and the tensile stress generated by the negative bending moment effect in the rigid rigid connection structure at the stabilizing wheel and the flexible rigid connection structure at the running wheel is very small, and the tensile stress can be easily controlled by conventional methods.

[0013] As a preferred solution of the present invention, the flexible rigid connection structure of the walking wheel includes two A components with the same structure, and the two A components are relatively arranged with the beam seam as the axis. The A component includes an embedded steel plate, and the embedded steel plate is arranged on the top surface of the end of the track beam. A plurality of anchor components are arranged at the bottom of the embedded steel plate, and the anchor components are arranged at intervals along the transverse direction of the bridge. The anchor components are embedded in the track beam, and each of the embedded components includes an anchor steel bar and a plurality of shear nails.

[0014] Preferably, the anchoring steel bars extend in a curved shape along the direction of the bridge; the shear nails are arranged between two adjacent anchoring steel bars, and a plurality of the shear nails are arranged at intervals along the direction of the bridge.

[0015] Preferably, connecting steel plates are provided between the relatively disposed embedded steel plates, and the connecting steel plates are respectively welded to the embedded steel plates.

[0016] Preferably, the contact surface between the connecting steel plate and the top surface of the track beam is provided with a first isolation pad, and the first isolation pad is made of rubber. The first isolation pad is generally a rubber sheet, and the first isolation pad is laid on the concrete surface when the track beam is prefabricated, and the connecting steel plate and the first isolation pad can slide horizontally.

[0017] Preferably, the length of the connecting steel plate along the bridge direction is L 42 , L 42 ≥F 12 , F 12 Indicates the size of the beam joint along the bridge direction. The technical principles and effects of the above invention are: (1) The connecting steel plate is not in direct contact with the track beam and can slide horizontally, which can reduce the vertical bending stiffness of the flexible rigid connection structure at the running wheel, thereby reducing the negative bending moment effect transmitted to the beam joint by the track beams on both sides under the action of vertical loads such as live loads of trains; (2) The longer the length of the connecting steel plate along the bridge direction, the more obvious the effect of reducing the vertical bending stiffness of the flexible rigid connection structure at the running wheel.

[0018] Preferably, the rigid connection structure of the stabilizing wheel includes a post-cast concrete beam and a first steel bar and a horizontal connecting bar embedded in the post-cast concrete beam. A plurality of groups of first steel bars are arranged at intervals in the post-cast concrete beam along the transverse direction of the track beam. Each group of the first steel bars includes two steel bars with the same structure and arranged opposite to each other. The first steel bars are respectively embedded in the first track beam or the second track beam. The first steel bar is a U-shaped structure. The open end of the first steel bar is embedded in the track beam, and the closed end is embedded in the post-cast concrete beam. Each group of the first steel bars is connected by a horizontal connecting bar.

[0019] Preferably, the length of the post-cast concrete beam in the direction of the bridge is greater than the width of the beam joint, and both ends of the post-cast concrete beam connected to the beam joint are respectively provided with upward inclined slopes, and the ends of the first track beam and the second track beam are respectively preset with downward inclined grooves, and the slopes are adapted to the grooves.

[0020] Technical principles and effects of the above invention content In order to achieve that the width of the post-cast concrete beam is greater than the width of the beam seam, the track beam is respectively provided with a groove structure in the prefabrication stage, and the groove structure is arranged to be inclined downward.

[0021] The technical principles and effects of the above invention are as follows: (1) The rigid joint structure at the stabilizing wheel adopts a cast-in-place reinforced concrete structure, which can be conveniently connected with the track beams on both sides and can adapt to any construction errors in the plane and vertical direction of the track beams on both sides; (2) After the groove is set, the rigid joint structure at the stabilizing wheel forms a socket-type connection with the track beams on both sides. The vertical shear force transmission under the action of vertical train load or vertical seismic force avoids the weak surface at the junction of new and old concrete and significantly reduces the risk of shear failure at the connection part; (3) Because the track beam has no special drainage facilities, after the groove is set, the rainwater invading the interface between the new and old concrete can be accelerated to discharge naturally under the action of gravity.

[0022] Preferably, the guide wheel seam structure includes an integrally arranged post-cast concrete column, in which vertical connecting steel bars are embedded, the post-cast concrete column is rigidly connected to the stabilizing wheel rigid connection structure, and the bottom of the vertical connecting steel bars is embedded in the stabilizing wheel rigid connection structure.

[0023] The technical principles and effects of the above invention are as follows: (1) Because the guide wheels of a straddle-type monorail vehicle generate centripetal force when on a circular curve section, there is a difference in the pressure exerted on the side of the track beam by the guide wheels on both sides of the track beam. This pressure difference will cause the guide wheel gap structure to bear the transverse force of the bridge. Therefore, the guide wheel gap structure needs to be rigidly connected to the rigid connection structure at the stabilizing wheel to ensure anti-roll stability.

[0024] Preferably, a reserved hole is provided in the middle of the connecting steel plate, the top surface of the post-cast concrete column passes through the reserved hole, and the top surface of the post-cast concrete column is provided with a protruding structure, and the protruding structure is arranged flush with the top surface of the connecting steel plate.

[0025] Preferably, the reserved hole is a square hole, the area of ​​the reserved hole is larger than the area of ​​the raised structure on the top surface of the post-cast concrete column, a horizontal gap is provided between the bottom surface of the connecting steel plate and the post-cast concrete column, and a second isolation pad is provided in the horizontal gap.

[0026] Preferably, there is a vertical gap between the inner peripheral side of the reserved hole and the protruding structure, and the vertical gap includes a first gap arranged along the transverse bridge direction and a second gap arranged along the longitudinal bridge direction, a third isolation layer is arranged in the first gap, and an oil-coated isolation layer is arranged in the second gap.

[0027] The technical principle and effect of the above invention content are: there is no direct contact surface between the guide wheel gap structure and the flexible rigid connection structure at the running wheel in the vertical direction and along the bridge direction, which can avoid the deformation such as the beam end angle transmitted from the rigid rigid connection structure at the stabilizing wheel to the flexible rigid connection structure at the running wheel and affect the driving smoothness.

[0028] Preferably, the post-cast concrete column includes a first concrete column and a second concrete column coaxially arranged from top to bottom, the length of the first concrete column along the bridge direction is adapted to the beam joint, the length of the second concrete column along the bridge direction is less than the length of the first concrete column along the bridge direction, and there is a partition joint between the first concrete column and the track beam. Before making the partition joint, an elastic partition board (generally a foam board) can be pre-embedded and taken out after the cast-in-place concrete of the guide wheel gap structure is initially solidified.

[0029] The technical principles and effects of the above invention are as follows: (1) When the dimension of the guide wheel gap structure along the bridge is small within the non-guide wheel running range, the bending stiffness can be reduced to adapt to and reduce the influence of deformation such as the beam end rotation angle transmitted from the rigid rigid connection structure at the stabilizing wheel. (2) After the guide wheel gap structure is separated from the track beams on both sides, it can avoid the deformation such as the beam end rotation angle between the track beams on both sides being transmitted, which will increase the negative bending moment effect transmitted to the beam gap by the track beams on both sides under the action of vertical loads such as train live loads.

[0030] In summary, the technical principles and effects of the above invention are as follows: (1) The structural design between the guide wheel gap structure and the flexible rigid connection structure at the running wheel can achieve direct contact and force transmission between the guide wheel gap structure and the flexible rigid connection structure at the running wheel only in the transverse direction of the bridge. Under normal operation of the straddle-type monorail transportation, the flexible rigid connection structure at the running wheel only plays the role of supporting the guide wheel gap structure in the transverse direction of the bridge and enhancing the torsional resistance, and will not be affected by the deformation of the beam end angle at the rigid connection structure at the stabilizing wheel. When an earthquake occurs, it can simultaneously enhance the seismic resistance in the transverse direction, longitudinal direction and vertical direction; (2) The reserved holes of the flexible rigid connection structure at the running wheel can also serve as casting holes for the concrete structure below. When the reinforced concrete column is made by cast-in-place method and combined with the oil-coated isolation layer, it can achieve contact with the flexible rigid connection structure at the running wheel without bonding. The two will only undergo extrusion force transmission in the transverse direction of the bridge, but will not undergo bonding force transmission in the longitudinal direction of the bridge.

[0031] A simply supported track beam bridge with adaptive beam end angles comprises N bridge piers arranged at intervals, N-1 prefabricated track beams are mounted on the N bridge piers, and the above-mentioned adaptive beam end angle connection structure is arranged between adjacent track beams along the bridge direction.

[0032] A construction method for a simply supported track beam bridge with adaptive beam end rotation angle comprises the following steps:

[0033] Step 1: construct a prefabricated structure according to the construction design drawing of the track beam bridge; wherein the top end of the track beam is provided with a pre-embedded steel plate and an anchoring assembly pre-embedded in the track beam; the ends of the track beam are respectively provided with a groove structure with an opening inclined downward, and a first steel bar is pre-embedded in the groove structure;

[0034] Step 2: construct the rigid connection structure at the stabilizing wheel, first fix the horizontal connecting reinforcement and install the vertical connecting reinforcement, then set up the post-cast concrete pouring formwork, and pour concrete to form a post-cast concrete beam;

[0035] Step 3, installing a connecting steel plate between the embedded steel plates, the contact surface between the connecting steel plate and the top plate of the track beam is provided with a first isolation pad, welding the connecting steel plate to the embedded steel plates, installing a second isolation pad on the bottom surface of the connecting steel plate, and installing a third isolation pad and an oil-coated isolation layer in the reserved holes on the connecting steel plate;

[0036] Step 4, constructing a casting template for a post-cast concrete column, and casting concrete to form a post-cast concrete column; pre-embed an elastic partition plate between the post-cast concrete column and the beam joint, and take it out after the cast-in-place concrete of the guide wheel joint structure is initially set;

[0037] Step 5: Take out the third isolation pad, the second isolation pad and the elastic partition plate to complete the construction of the track beam bridge.

[0038] The technical principles and effects of the above invention are as follows: (1) The construction method of the present invention is specially used for narrow and high-section track beams unique to straddle-type monorail transportation, and its on-site steel bar connection and concrete pouring operations can be conveniently completed from the operating space on both sides or the top of the track beam; (2) Compared with continuous beams and continuous rigid frame systems, the construction method of the present invention eliminates the two time-consuming processes of tensioning the negative bending moment bundles on the pier top and a large number of dense steel bar connection operations in the limited space at the pier top wet joints. In addition, the on-site linear control and adjustment of the track beam of the present invention is easy, which greatly reduces the construction difficulty, saves construction measures costs and shortens the construction period.

[0039] Compared with the simply supported beam system of the prior art, the beneficial effects of the present invention are summarized as follows:

[0040] 1. Better mechanical properties: The present invention connects the track beams on both sides into a whole through the rigid rigid connection structure at the stabilizing wheel, and the lateral bending stiffness of the whole bridge is greatly improved; and combined with the ingenious connection with the guide wheel gap structure and the flexible rigid connection structure at the walking wheel, the seismic, torsional and roll resistance of the whole bridge are enhanced; and the rigid rigid connection structure at the stabilizing wheel has a smaller tensile deformation under the influence of the beam end angle, and is not prone to cracking and affecting the vertical line shape of the track beam; therefore, the mechanical properties of the present invention are significantly better than those of the simply supported beam system in the prior art.

[0041] 2. Better driving comfort: The present invention realizes a smooth transition between two spans of track beams by using a flexible rigid connection structure at the running wheel, a rigid rigid connection structure at the stabilizing wheel and a guide wheel gap structure, thereby greatly reducing the number of expensive special expansion joint devices at the running wheel, stability wheel and guide wheel, avoiding the vehicle jumping effect at the expansion joint and reducing tire wear. Therefore, the driving comfort of the present invention is significantly better than that of the simply supported beam system in the prior art.

[0042] 3. Larger bridge span: The present invention reduces the warping and arching of the beam joints caused by the beam end angles through the flexible rigid connection structure at the forming wheels, and at the same time achieves the effect of adaptively adapting the beam end angles through flexible flexural deformation. It is no longer limited by the problem of the span not being able to be larger due to the beam end angles and driving smoothness. It can achieve a larger bridge span, lower pier density, better under-bridge permeability and more beautiful bridge landscape than the simply supported beams in the prior art. The larger bridge span also significantly reduces the difficulty of avoiding underground pipelines during design and construction.

[0043] 4. Better economic benefits: On the one hand, the present invention greatly reduces the use of expensive special expansion joint devices and saves the initial construction costs. On the other hand, it also significantly saves the maintenance and repair workload of the expansion joint devices and saves the subsequent operation and maintenance costs. Therefore, the economic benefits of the present invention are significantly better than the simply supported beam system of the prior art.

[0044] Furthermore, compared with the prior art simple-supported-before-continuous-beam system and simple-supported-before-continuous-rigid-frame system, the present invention also has the following beneficial effects:

[0045] 1. Faster construction speed: The simply supported rail beam bridge of the present invention eliminates the two time-consuming processes of tensioning the negative moment beam and connecting a large number of dense steel bars in the limited space at the wet joint on the pier top. The linear control difficulty during on-site erection is low, the linear adjustment is more convenient, and there is no risk of linear deviation caused by tensioning the negative moment beam, which greatly reduces the construction difficulty and saves the construction period. Therefore, compared with the prior art of the simply supported then continuous beam system and the simply supported then continuous rigid frame system, it has a faster construction speed.

[0046] 2. Better social and environmental benefits: The simply supported rail beam bridge of the present invention shortens the construction period, thereby reducing the interference with the existing traffic under the bridge and the nearby residents. There is no problem of difficult maintenance after cracking in the negative bending moment zone, which seriously affects driving safety and increases noise. It is more suitable for the construction environment and construction requirements of urban rail transit bridges such as straddle-type monorail. Therefore, compared with the prior art of first simply supported and then continuous beam system and first simply supported and then continuous rigid frame system, it has better social and environmental benefits.

[0047] In summary, the present invention is a new type of simply supported rail beam bridge and construction method that is safer, more economical, more practical and more convenient than the prior art, and can be widely used in the assembly construction of various types of straddle-type monorail bridge span structures with small and medium spans. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic diagram of the positional relationship between a straddle-type monorail vehicle and a track beam in the prior art;

[0049] Figure 2 A longitudinal section view of the adaptive beam end corner connection structure of the present invention along the center line of the bridge;

[0050] Figure 3 It is an AA cross-sectional view of the adaptive beam end corner connection structure of the present invention;

[0051] Figure 4 It is a BB cross-sectional view of the adaptive beam end corner connection structure of the present invention;

[0052] Figure 5 It is a CC cross-sectional view of the adaptive beam end corner connection structure of the present invention;

[0053] Figure 6 It is a structural schematic diagram of the simply supported track beam bridge of the present invention;

[0054] Figure 7 Schematic diagram of the construction process of the present invention; (wherein, (a) is step 1; (b) is step 2; (c) is step 3); (d) is step 4; (e) is step 5.)

[0055] Reference numerals

[0056] 1-first rail beam; 121-support; 2-second rail beam; 3-prefabricated rail beam; 31-bridge pier; 32-beam joint; 33-structural joint; 4-flexible rigid connection structure of the walking wheel; 41-embedded steel plate; 42-connecting steel plate; 411-anchor steel bar; 412-shear nail; 413-weld; 421-first isolation pad; 461-reserved hole; 462-second isolation pad; 463-third isolation pad ; 5-rigid connection structure of stabilizing wheel; 51-first steel bar; 52-horizontal connecting bar; 53-post-cast concrete beam; 54-groove; 55-inclined surface; 6-guide wheel gap structure; 631-elastic partition board; 61-post-cast concrete column; 611-raised structure; 62-vertical connecting steel bar; 63-partition gap; 90-existing track beam; 91-monorail vehicle; 92-traveling wheel; 93-guide wheel; 94-stabilizing wheel. DETAILED DESCRIPTION

[0057] The present invention is further described in detail below in conjunction with test examples and specific implementation methods. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0058] Example 1

[0059] An adaptive beam end rotation connection structure, such as Figure 2-5 As shown, the connection structure is used to connect the track beams arranged adjacent to each other along the bridge, and the width of the track beam is B≤100cm; the connection structure is arranged at the beam gap 32 between the first track beam 1 and the second track beam 2, and the beam gap 32 has a size F along the bridge. 12 ≥6cm; the top surface of the track beam is for the running wheels of the straddle-type monorail vehicle to run, and the side surface is for the guide wheels and the stabilizing wheels to run, and the stabilizing wheels are located vertically below the guide wheels; the flexible rigid connection structure at the running wheel is located on the top surface of the track beam and provides a running surface and support for the running wheel to pass through the beam gap 32, the rigid rigid connection structure at the stabilizing wheel is located on the side of the track beam and provides a running surface and support for the stabilizing wheel to pass through the beam gap 32, and the guide wheel gap structure 6 is located on the side of the track beam and provides a running surface and support for the guide wheel to pass through the beam gap 32; the running wheel flexible rigid connection structure 4, the guide wheel gap structure 6 and the stabilizing wheel rigid rigid connection structure 5 are sequentially arranged in the beam gap 32 from top to bottom; the running wheel flexible rigid connection structure 4 and the stabilizing wheel rigid rigid connection structure 5 are rigidly connected to the track beam respectively; the minimum vertical thickness of the stabilizing wheel rigid rigid connection structure 5 is H5, and H5 satisfies the following formula:

[0060] H5≤max(H1 or H2) / 3, and H5≥5*H4; wherein H1 is the beam height at the center line of the support 121 of the first track beam 1, H2 is the beam height at the center line of the support 121 of the second track beam 2, and H4 is the minimum vertical thickness of the flexible rigid connection structure at the walking wheel.

[0061] Specifically, the flexible rigid connection structure 4 of the walking wheel includes two A components with the same structure, the two A components are arranged relative to each other with the beam gap 32 as the axis, and the A components include an embedded steel plate 41, and the embedded steel plate 41 is arranged at the top surface of the end of the track beam, such as Figure 2 As shown, the embedded steel plates 41 are respectively arranged at the top surface positions of the ends of the first track beam 1 and the second track beam 2. A plurality of anchoring components are arranged at the bottom of the embedded steel plates 41. The anchoring components are arranged at intervals along the transverse direction of the bridge. The anchoring components are embedded in the track beam. Each of the embedded components includes an anchoring steel bar 411 and a plurality of shearing nails 412. The anchoring steel bar 411 extends in a curved shape along the longitudinal direction of the bridge; the shearing nail 412 is arranged between two adjacent anchoring steel bars 411, and a plurality of the shearing nails 412 are arranged at intervals along the longitudinal direction of the bridge.

[0062] Specifically, a connecting steel plate 42 is provided between the embedded steel plates 41 that are arranged opposite to each other, and the connecting steel plates 42 are respectively connected to the embedded steel plates 41 by welding. Welds 413 are formed at the connection points between the two ends of the connecting steel plate 42 and the embedded steel plates 41 respectively; a first isolation pad 421 is provided on the contact surface between the connecting steel plate 42 and the top surface of the track beam, and the first isolation pad 421 is made of rubber. The first isolation pad 421 is generally a rubber sheet, and the first isolation pad 421 is laid on the concrete surface when the track beam is prefabricated, and the connecting steel plate 42 and the first isolation pad 421 can slide horizontally. The length of the connecting steel plate 42 along the bridge direction is L 42 , L 42 ≥F 12 , F 12 Indicates the size of the beam joint 32 along the bridge direction.

[0063] To be more specific, the stabilizing wheel rigid connection structure 5 includes a post-cast concrete beam 53 and a first steel bar 51 and a horizontal connecting bar 52 embedded in the post-cast concrete beam 53. A plurality of groups of first steel bars 51 are arranged at intervals along the transverse direction of the track beam in the post-cast concrete beam 53. Each group of the first steel bars 51 includes two having the same structure and being arranged opposite to each other. Each group of the first steel bars 51 is respectively embedded in the first track beam 1 and the second track beam 2. The first steel bar 51 is a U-shaped structure. The open end of the first steel bar 51 is embedded in the prefabricated track beam 3, and the closed end is embedded in the post-cast concrete beam 53. Each group of the first steel bars 51 is connected by a horizontal connecting bar 52.

[0064] The length of the post-cast concrete beam 53 along the bridge direction is greater than the width of the beam joint 32. The two ends of the first post-cast concrete beam 53 connected to the beam joint 32 are respectively provided with upwardly inclined slopes. The ends of the first track beam 1 and the second track beam 2 are respectively preset with downwardly inclined grooves 54, and the slopes are adapted to the grooves 54. In order to achieve that the width of the post-cast concrete beam 53 is greater than the width of the beam joint 32, the track beams are respectively reserved with grooves 54 structures in the prefabrication stage, and the grooves 54 structures are tilted downward, and a downwardly inclined inclined surface 55 is arranged in the grooves 54.

[0065] Furthermore, between the flexible rigid connection structure 4 of the walking wheel and the rigid rigid connection structure 5 of the stabilizing wheel is a guide wheel gap structure 6, which includes an integrally arranged post-cast concrete column 61, in which a vertical connecting steel bar 62 is pre-embedded, and the post-cast concrete column 61 is rigidly connected to the rigid rigid connection structure 5 of the stabilizing wheel, and the bottom of the vertical connecting steel bar 62 is pre-embedded in the rigid rigid connection structure 5 of the stabilizing wheel. A reserved hole 461 is arranged in the middle of the connecting steel plate 42, and the top surface of the post-cast concrete column 61 passes through the reserved hole 461, and a protruding structure 611 is arranged on the top of the post-cast concrete column 61, and the top surface of the protruding structure 611 on the top of the post-cast concrete column 61 is arranged flush with the top surface of the connecting steel plate 42.

[0066] Specifically, the reserved hole 461 is a square hole, and the area of ​​the reserved hole 461 is larger than the area of ​​the protruding structure 611;

[0067] There is a horizontal gap between the connecting steel plate 42 and the post-cast concrete column 61, and a second isolation cushion layer 462 is arranged in the horizontal gap. There is a vertical gap between the inner peripheral side of the reserved hole 461 and the post-cast concrete column 61, and the vertical gap includes a first gap arranged along the transverse bridge direction and a second gap arranged along the longitudinal bridge direction. A third isolation cushion layer 463 is arranged in the first gap, and an oil-coated isolation layer 464 is arranged in the second gap.

[0068] The post-cast concrete column 61 includes a first concrete column and a second concrete column coaxially arranged from top to bottom, the length of the first concrete column along the bridge direction matches the beam joint 32, the length of the second concrete column along the bridge direction is less than the length of the first concrete column along the bridge direction, the post-cast concrete column 61 is hammer-shaped as a whole, and there is a partition joint 63 between the first concrete column and the track beam. Before constructing the partition joint 63, an elastic partition board 631 can be pre-embedded, generally a foam board, and taken out after the cast-in-place concrete of the guide wheel gap structure 6 is initially solidified.

[0069] Example 2

[0070] A simply supported rail beam bridge with adaptive beam end rotation angle, such as Figure 6As shown, it includes N bridge piers 31 arranged at intervals, N-1 prefabricated track beams 3 are mounted on the N bridge piers 31, and the adaptive beam end corner connection structure described in Example 1 is arranged between the adjacent prefabricated track beams 3 along the bridge direction.

[0071] Example 3

[0072] A construction method for a simply supported rail beam bridge with adaptive beam end rotation angle, combined with Figure 7 (a), (b), (c), (d), and (e) include the following steps:

[0073] Step 1: construct the prefabricated structure according to the construction design drawing of the track beam bridge; wherein the top end of the track beam is provided with a pre-embedded steel plate 41 and an anchoring assembly pre-embedded in the track beam; the ends of the track beam are respectively provided with a groove 54 structure with an opening inclined downward, and a first steel bar is pre-embedded in the groove 54 structure;

[0074] Step 2: construct a rigid connection structure at the stabilizing wheel, first fix the horizontal connection reinforcement 52 and install the vertical connection reinforcement 62, then set up the post-cast concrete pouring template, and pour concrete to form the post-cast concrete beam 53;

[0075] Step 3, installing a connecting steel plate 42 between the embedded steel plates 41, the contact surface between the connecting steel plate 42 and the top plate of the track beam is provided with a first isolation pad 421, the connecting steel plate 42 is welded to the embedded steel plates 41, a second isolation pad 462 is installed on the bottom surface of the connecting steel plate 42, and a third isolation pad 463 and an oil-coated isolation layer are installed in the reserved hole 461 on the connecting steel plate 42;

[0076] Step 4, build a post-cast concrete column casting template, and cast concrete to form a post-cast concrete column; pre-embed an elastic partition plate 631 between the post-cast concrete column and the beam joint 32, and take it out after the cast-in-place concrete of the guide wheel gap structure 6 is initially set;

[0077] Step 5: Take out the third isolation cushion layer 463, the second isolation cushion layer 462 and the elastic partition plate 631 to complete the construction of the track beam bridge.

[0078] The above description is only 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 in the protection scope of the present invention.

Claims

1. An adaptive beam end corner connection structure, the connection structure is used to connect prefabricated track beams (3) arranged adjacent to each other along the bridge direction, characterized in that: The width B of the prefabricated track beam (3) is ≤100 cm; the connection structure is arranged at a beam gap (32) between the first track beam (1) and the second track beam (2); a running wheel flexible rigid connection structure (4), a guide wheel gap structure (6) and a stabilizing wheel rigid connection structure (5) are arranged in the beam gap (32) from top to bottom; the running wheel flexible rigid connection structure (4) and the stabilizing wheel rigid connection structure (5) are rigidly connected to the prefabricated track beam (3) respectively; the stabilizing wheel rigid connection structure (5) is located at the vertical middle of the track beam; the minimum vertical thickness of the stabilizing wheel rigid connection structure (5) is H5, and H5 satisfies the following formula: H5≤max(H1 or H2) / 3, and H5≥5*H4; Wherein, H1 is the beam height at the center line of the support (121) of the first track beam (1), H2 is the beam height at the center line of the support (121) of the second track beam (2), and H4 is the minimum vertical thickness of the flexible rigid connection structure at the running wheel; The flexible rigid connection structure (4) of the walking wheel comprises two A components with the same structure, the two A components are arranged relative to each other with the beam seam (32) as the axis, the A components comprise an embedded steel plate (41), the embedded steel plate (41) is arranged at the top surface of the end of the track beam, a plurality of anchoring components are arranged horizontally at intervals along the longitudinal direction and the transverse direction of the bridge at the bottom of the embedded steel plate (41), a connecting steel plate (42) is arranged between the relatively arranged embedded steel plates (41), and the connecting steel plates (42) are respectively welded to the embedded steel plates (41); The guide wheel gap structure (6) comprises an integrally arranged post-cast concrete column (61), the post-cast concrete column (61) being rigidly connected to the stabilizing wheel rigid connection structure (5), a horizontal gap being provided between the bottom surface of the connecting steel plate (42) and the post-cast concrete column (61), and a partition gap (63) being provided between the post-cast concrete column (61) and the prefabricated track beam (3).

2. The adaptive beam end corner connection structure according to claim 1, characterized in that: The anchoring assembly comprises anchoring steel bars (411) and shear nails (412) pre-buried in the track beam.

3. The adaptive beam end corner connection structure according to claim 1, characterized in that: A first isolation cushion layer (421) is provided on the contact surface between the connecting steel plate (42) and the top surface of the track beam, and the first isolation cushion layer (421) is made of rubber material.

4. The adaptive beam end corner connection structure according to claim 1, characterized in that: The length of the connecting steel plate (42) along the bridge direction is L 42 , L 42 ≥F 12 , F 12 Indicates the length of the beam joint (32) along the bridge direction.

5. The adaptive beam end corner connection structure according to any one of claims 1 to 4, characterized in that: The stabilizing wheel rigid connection structure (5) comprises a post-cast concrete beam (53) and first steel bars (51) and horizontal connecting bars (52) embedded in the post-cast concrete beam (53). A plurality of groups of first steel bars (51) are arranged at intervals in the post-cast concrete beam (53) along the transverse direction of the track beam. Each group of the first steel bars (51) comprises two steel bars of the same structure and arranged opposite to each other. Each group of the first steel bars (51) is embedded in the first track beam (1) and the second track beam (2), respectively. The first steel bars (51) are U-shaped structures. The open ends of the first steel bars (51) are embedded in the track beam, and the closed ends are embedded in the post-cast concrete beam (53). Each group of the first steel bars (51) is connected by horizontal connecting bars (52).

6. The adaptive beam end corner connection structure according to claim 5, characterized in that: The length of the post-cast concrete beam (53) along the bridge direction is greater than the width of the beam joint (32), and both ends of the post-cast concrete beam (53) connected to the beam joint (32) are respectively provided with upwardly inclined slopes, and the ends of the first track beam (1) and the second track beam (2) are respectively preset with downwardly inclined grooves (54), and the slopes are adapted to the grooves (54).

7. The adaptive beam end corner connection structure according to claim 6, characterized in that: A vertical connecting steel bar (62) is embedded in the post-cast concrete column (61), the bottom of the vertical connecting steel bar (62) is embedded in the stabilizing wheel rigid connection structure (5), a reserved hole (461) is provided in the middle of the connecting steel plate (42), the top surface of the post-cast concrete column (61) passes through the reserved hole (461), and a protruding structure (611) is provided on the top surface of the post-cast concrete column (61); a vertical gap is provided between the inner peripheral side of the reserved hole (461) and the protruding structure (611).

8. The adaptive beam end corner connection structure according to claim 7, characterized in that: The top surface of the post-cast concrete column (61) is provided with a protruding structure (611), and the protruding structure (611) is arranged flush with the top surface of the connecting steel plate (42).

9. The adaptive beam end corner connection structure according to claim 8, characterized in that: The reserved hole (461) is a square hole, the area of ​​the reserved hole (461) is larger than the area of ​​the protruding structure (611), and a second isolation pad layer (462) is provided in the horizontal gap.

10. The adaptive beam end corner connection structure according to claim 9, characterized in that: The vertical slit comprises a first slit arranged along the transverse bridge direction and a second slit arranged along the longitudinal bridge direction, a third isolation cushion layer (463) is arranged in the first slit, and an oil-coated isolation layer (464) is arranged in the second slit.

11. The adaptive beam end corner connection structure according to claim 10, characterized in that: The post-cast concrete column (61) comprises a first concrete column and a second concrete column arranged coaxially from top to bottom, wherein the length of the first concrete column in the longitudinal direction of the bridge matches the beam joint (32), the length of the second concrete column in the longitudinal direction of the bridge is smaller than the length of the first concrete column in the longitudinal direction of the bridge, and a partition joint (63) is provided between the first concrete column and the track beam.

12. A simply supported track beam bridge with adaptive beam end rotation angle, comprising N bridge piers (31) arranged at intervals, N-1 prefabricated track beams (3) being mounted on the N bridge piers (31), characterized in that: An adaptive beam end corner connection structure according to any one of claims 1 to 11 is arranged between adjacent prefabricated track beams (3) along the bridge direction.

13. A construction method for a simply supported track beam bridge with adaptive beam end rotation angle, characterized in that: The following steps are involved: Step 1: construct a prefabricated structure according to the construction design drawing of the track beam bridge; wherein the top end of the track beam is provided with a pre-embedded steel plate (41) and an anchoring assembly pre-embedded in the track beam; the ends of the track beam are respectively provided with a groove (54) structure with an opening inclined downward, and a first steel bar (51) is pre-embedded in the groove (54); Step 2: construct a rigid connection structure at the stabilizing wheel, first fix the horizontal connection reinforcement (52) and install the vertical connection reinforcement (62), then set up the post-cast concrete pouring template, and pour concrete to form a post-cast concrete beam (53); Step 3, installing a connecting steel plate (42) between the embedded steel plates (41), the contact surface between the connecting steel plate (42) and the track beam top plate is provided with a first isolation pad layer (421), the connecting steel plate (42) is welded to the embedded steel plates (41), a second isolation pad layer (462) is installed on the bottom surface of the connecting steel plate (42), and a third isolation pad layer (463) and an oil-coated isolation layer (464) are installed in the reserved hole (461) on the connecting steel plate (42); Step 4, constructing a casting template for a post-cast concrete column (61), and performing concrete casting to form a post-cast concrete column (61); pre-embedding an elastic partition plate (631) between the post-cast concrete column (61) and the beam joint (32), and removing the plate after the cast-in-place concrete of the guide wheel joint structure (6) is initially set; Step 5: Take out the third isolation cushion layer (463), the second isolation cushion layer (462) and the elastic partition plate (631) to complete the construction of the track beam bridge.

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