Method for improving anti-shaking and anti-seismic performance of multi-system monorail traffic

Abstract

The invention relates to the technical field of multi-system monorail traffic, in particular to a method for improving anti-shaking and anti-seismic performance of multi-system monorail traffic. Comprising the steps that a first pier column, a second pier column, a third pier column and a fourth pier column are arranged on the two sides of an expressway roadbed, a first cross beam is arranged on the tops of the first pier column and the second pier column, and a second cross beam is arranged on the tops of the third pier column and the fourth pier column; the two ends of the first double-system track beam and the two ends of the second double-system track beam are connected to the first cross beam and the second cross beam through wet joints correspondingly. The first stay cable and the second stay cable tighten and anchor the two ends of the stay cable in the first cross beam to the ground, and the third stay cable and the fourth stay cable tighten and anchor the two ends of the stay cable in the second cross beam to the ground. According to the method provided by the invention, the problem that the T-shaped pier column cannot be erected due to too narrow sub-zones in the expressway is solved, meanwhile, the stability performance of the track beam is improved, and the driving safety is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of multi-system monorail transportation, and in particular to a method for improving the anti-sway and anti-seismic performance of multi-system monorail transportation. Technical Background

[0002] Since it is impossible to set up T-shaped piers in the middle of the highway, the construction of a dual-standard track system on the highway requires the use of gate-type multi-standard rail transit. The existing dual-standard rail transit system is equipped with a dual-standard monorail transit on a pier or on the same frame. Patent No. CN202010075164.6 discloses a multi-channel monorail transit track beam, including a T-shaped track beam, a Y-shaped track beam, a gate-shaped track beam, and a box-type track beam. When a vehicle passes through the single-sided track, the gate-type track beam is subjected to torsional force as a whole. Since the gate-type multi-standard track beam has poor out-of-plane constraints and no lateral constraints, its seismic and anti-sway performance is poor. Therefore, the present invention is proposed. Summary of the invention

[0003] The present invention provides a method for improving the anti-sway and anti-seismic performance of multi-mode monorail transportation, and the method can improve the anti-seismic performance, stability and safety of multi-mode rail transportation.

[0004] The technical solution adopted by the present invention to solve its technical problem is:

[0005] The present invention provides a method for improving the anti-sway and anti-seismic performance of multi-system monorail transportation, comprising: arranging a first pier, a second pier, a third pier, and a fourth pier on both sides of a highway roadbed, a first cross beam being arranged on the top of the first pier and the second pier, and a second cross beam being arranged on the top of the third pier and the fourth pier;

[0006] A first double-standard track beam and a second double-standard track beam are also provided, and two ends of the first double-standard track beam and the second double-standard track beam are respectively connected to the first crossbeam and the second crossbeam through wet joints;

[0007] The first crossbeam inner cable and the second crossbeam inner cable are respectively provided inside the first crossbeam and the second crossbeam. The first inclined cable and the second inclined cable tighten both ends of the first crossbeam inner cable and anchor them to the ground. The third inclined cable and the fourth inclined cable tighten both ends of the second crossbeam inner cable and anchor them to the ground.

[0008] Furthermore, the first pier, the second pier, the third pier and the fourth pier have the same structure and can adopt separate columns or integral columns. When separate columns are adopted, the separate column first cable is provided inside thereof, and when integral columns are adopted, the integral column first cable is provided inside thereof.

[0009] Furthermore, the upper part of the first dual-standard track beam is a straddle-type track, and the lower part is a suspended track. The interior of the straddle-type track is a cavity and a partition is arranged in the cavity; the second dual-standard track beam has the same structure as the first dual-standard track beam.

[0010] Furthermore, the inner cable of the first cross beam is anchored at the bottom of the first cross beam, and the bending points at both ends pass through the center lines of the first pier and the second pier respectively, and are anchored on the ground through the first inclined cable and the second inclined cable;

[0011] The inner cable of the second cross beam is anchored at the bottom of the second cross beam, and the bending points at both ends pass through the center lines of the third pier and the fourth pier respectively, and are anchored on the ground through the third inclined cable and the fourth inclined cable.

[0012] Furthermore, the prestressed cables are constructed in the first crossbeam and the second crossbeam in a post-tensioned and non-bonded manner, the first inclined cable is anchored, the third inclined cable is tensioned, the second inclined cable is anchored, and the fourth inclined cable is tensioned; or the third inclined cable is anchored, the first inclined cable is tensioned, the fourth inclined cable is anchored, and the second inclined cable is tensioned.

[0013] Furthermore, the outer widths of the first double-standard track beam and the second double-standard track beam are consistent, ensuring that the vertical prestressing of the track beams is convenient.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation provided by the present invention comprises: a first pier, a second pier, a third pier and a fourth pier are arranged on both sides of the highway roadbed; a first crossbeam is arranged on the top of the first pier and the second pier, and a second crossbeam is arranged on the top of the third pier and the fourth pier; a first double-standard track beam and a second double-standard track beam are also arranged, and the two ends of the first double-standard track beam and the second double-standard track beam are respectively connected to the first crossbeam and the second crossbeam through wet joints; a first crossbeam inner cable and a second crossbeam inner cable are respectively arranged inside the first crossbeam and the second crossbeam, the first oblique cable and the second oblique cable tighten and anchor the two ends of the first crossbeam inner cable to the ground, and the third oblique cable and the fourth oblique cable tighten and anchor the two ends of the second crossbeam inner cable to the ground, which solves the problem that the T-shaped pier cannot be set up in the dividing strip of the highway because it is too narrow, and the lateral constraint of the gate-type multi-standard track beam is improved by adding cables, and the stability of the track beam is improved to ensure driving safety.

[0016] 2. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation provided by the present invention is to prevent the cables in the first crossbeam from generating concentrated force in the middle part. The cables in the first crossbeam are in the form of a parabola to generate an upward uniformly distributed load to support the loads generated by the track beam and the vehicle, thereby ensuring that the force on the first crossbeam is relatively uniform. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A three-dimensional diagram of a system for improving the seismic performance of multi-standard monorail transportation in an embodiment of the present invention;

[0018] Figure 2 It is a schematic structural diagram of a double-standard track beam with a portal pier in an embodiment of the present invention;

[0019] Figure 3 It is a plan view of a separated column pier in an embodiment of the present invention;

[0020] Figure 4 It is a plan view of an integral column pier in an embodiment of the present invention;

[0021] Figure 5 This is a diagram showing the displacement of the prestressed cables in the column according to an embodiment of the present invention;

[0022] Figure 6 It is a side view of the track beam in an embodiment of the present invention;

[0023] Figure 7 It is a cross-sectional view of the end of the track beam in an embodiment of the present invention;

[0024] Figure 8 It is a cross-sectional view of the middle part of the track beam in an embodiment of the present invention.

[0025] Explanation of reference numerals: 1-roadbed; 2-highway pavement; 3-highway isolation zone; 401-first crossbeam; 402-second crossbeam; 501-first pier; 502-second pier; 503-third pier; 504-fourth pier; 601-first inclined cable; 602-second inclined cable; 603-third inclined cable; 604-fourth inclined cable; 701-first dual-standard track beam; 7011-partition plate; 7012-cavity; 7013-straddle track; 7014-suspended track; 702-second dual-standard track beam; 801-cable inside the first crossbeam; 802-cable inside the second crossbeam; 901 -first wet joint; 902-second wet joint; 903-third wet joint; 904-fourth wet joint; 905-fifth wet joint; 906-sixth wet joint; 907-seventh wet joint; 908-eighth wet joint; 1001-first supporting stone; 1002-second supporting stone; 1003-third supporting stone; 1004-fourth supporting stone; 1101-first support; 1102-second support; 1103-third support; 1104-fourth support; 1201-first cable in separate column; 12011-first cable in integral column; 1301-separate column; 1401-integral column. DETAILED DESCRIPTION

[0026] Example

[0027] A method for improving the anti-sway and anti-seismic performance of multi-system monorail transportation, and a working principle diagram of the method is shown as follows:

[0028] The minimum radius of the track beam driving channel line is determined by the minimum radius of the highest speed channel of the upper straddle-type train and the lower suspended train. The upper straddle-type channel is linearly consistent with the lower suspended channel. The width of the straddle-type channel beam is consistent with the outer width of the lower suspended beam. The upper straddle-type channel and the lower suspended channel are subjected to force as a whole structure. The overall height of the track beam is increased, and the force performance of the track beam is improved.

[0029] The following combination Figure 1-Figure 8 The working principle of the anti-sway and anti-seismic performance of the multi-system monorail transportation is further explained. Before that, it should be explained that the embodiments described in the drawings are only used as demonstrations to illustrate the principles and cannot be understood as limitations of the present invention.

[0030] It is planned to build a multi-channel single-track concrete double-track beam with a length of L = 100km on a two-way four-lane highway. The length of each multi-channel beam is l = 30m, the turning radius is 200m, and the cross slope is 6%.

[0031] A first pier 501, a second pier 502, a third pier 503, and a fourth pier 504 are arranged on both sides of the highway roadbed 1, and the first double-standard track beam 701 and the second double-standard track beam 702 are connected to the first crossbeam 401 and the second crossbeam 402 through the first wet joint 901, the second wet joint 902, the third wet joint 903, the fourth wet joint 904, the fifth wet joint 905, the sixth wet joint 906, the seventh wet joint 907, and the eighth wet joint 908. The first cross beam 401 and the second cross beam 402 are supported on the first pier 501, the second pier 502, the third pier 503 and the fourth pier 504. The cables 801 and 802 in the first cross beam pass through the first cross beam 401 and the second cross beam 402, and are tightened and anchored to the ground by the first inclined cable 601, the second inclined cable 602, the third inclined cable 603 and the fourth inclined cable 604.

[0032] Depend on Figure 1 It can be seen that the first support 1101 is above the first pier 501 , the second support 1102 is above the second pier 502 , the third support 1103 is above the third pier 503 , and the fourth support 1104 is above the fourth pier 504 .

[0033] The first support 1101, the second support 1102, the third support 1103, and the fourth support 1104 all adopt bidirectional plate load-bearing supports to adapt to the lateral displacement generated by the first beam 401 and the second beam 402 and the longitudinal displacement generated by the two track beams.

[0034] One of the first support 1101, the second support 1102, the third support 1103, and the fourth support 1104 is a fixed support, and the other three are movable supports.

[0035] The fixed supports among the first support 1101, the second support 1102, the third support 1103 and the fourth support 1104 should be set at a lower terrain height, and the other three movable supports should be set at a higher terrain height, so that the fixed supports are subjected to compression rather than tension.

[0036] The first double-standard track beam 701 and the second double-standard track beam 702 are prefabricated separately, and connecting sections with the same shape as the first crossbeam 401 and the second crossbeam 402 are prefabricated at both ends of each track beam, and are connected to the first crossbeam 401 and the second crossbeam 402 prefabricated in sections through concrete wet joints, forming a rigid connection between the first crossbeam 401, the second crossbeam 402 and the first double-standard track beam 701 and the second double-standard track beam 702.

[0037] Depend on Figure 1 , Figure 2As shown, the first crossbeam inner cable 801 and the second crossbeam inner cable 802 are not anchored at the ends of the crossbeams, but at the bottom of the beams, with the bending points passing through the center line of the piers, and are anchored on the ground through the first inclined cable 601, the second inclined cable 602, the third inclined cable 603, and the fourth inclined cable 604.

[0038] The first support 1101, the second support 1102, the third support 1103, and the fourth support 1104 all have displacements in two directions: lateral displacement and longitudinal displacement. In order to ensure the normal operation of the first support 1101, the second support 1102, the third support 1103, and the fourth support 1104, the first inclined cable 601, the second inclined cable 602, the third inclined cable 603, and the fourth inclined cable 604 cannot limit the displacements of the first support 1101, the second support 1102, the third support 1103, and the fourth support 1104 in two directions.

[0039] like Figure 2 As shown, a concentrated force will be generated at the intersection of the first inclined cable 601, the second inclined cable 602 and the first crossbeam inner cable 801: F P1 、F P2 In order to prevent the prestressed cable from damaging the first beam 401 and the second beam 402, the generated concentrated force F P1 、F P2 Through the center line of the support.

[0040] like Figure 2 As shown, in order to put the concrete in the first beam 401 above the support in a state of compression, the first inclined cable 601 and the second inclined cable 602 should be inserted through the bottom of the first beam 401. In order to prevent the cables 801 in the first beam from generating concentrated force in the middle part, the cables 801 in the first beam are in the form of a parabola to generate an upward uniform load to support the loads generated by the track beam and the vehicle. Similarly, in order to put the concrete in the second beam 402 above the support in a state of compression, the third inclined cable 603 and the fourth inclined cable 604 should be inserted through the bottom of the second beam 402. In order to prevent the cables 802 in the second beam from generating concentrated force in the middle part, the cables 802 in the second beam are in the form of a parabola to generate an upward uniform load to support the loads generated by the track beam and the vehicle.

[0041] The first crossbeam inner cable 801 and the second crossbeam inner cable 802 can constrain or limit the lateral displacement of the first crossbeam 401 and the second crossbeam 402 caused by temperature deformation. Figure 2In the first beam 401 shown, if the cables 801 in the first beam are not post-tensioned by cement grouting but post-tensioned without bonding, the prestressed cables will not constrain or limit the lateral displacement of the first beam 401 caused by temperature deformation. The prestressed cables are constructed in the first beam 401 by post-tensioning without bonding.

[0042] Depend on Figure 3 , Figure 4 As shown, the first pier 501, the second pier 502, the third pier 503, and the fourth pier 504 have the same structure, all of which adopt separate columns 1301 or integral columns 1401, and the separate column first cable 1201 and the integral column first cable 12011 are respectively arranged in the columns.

[0043] A first supporting cushion stone 1001 is arranged between the first bearing 1101 and the first pier 501, a second supporting cushion stone 1002 is arranged between the second bearing 1102 and the second pier 502, a third supporting cushion stone 1003 is arranged between the third bearing 1103 and the third pier 503, and a fourth supporting cushion stone 1004 is arranged between the fourth bearing 1104 and the fourth pier 504, so as to accurately adjust the elevation and slope of the first beam 401 and the second beam 402.

[0044] Figure 5 The constraint of the first cable 1201 in the separated column on the longitudinal displacement of the first beam 401 and the second beam 402 along the line is given. Figure 5 It can be seen that when a longitudinal displacement Δ1 occurs within the span of the track beam or a longitudinal displacement Δ2 occurs within the adjacent span of the track beam, the first cable 1201 in the separated column will rotate with the first beam 401 by α1 or α2, but will not prevent or limit the longitudinal displacement of the first beam 401 and the second beam 402 along the line direction.

[0045] Depend on Figure 6 As shown, the upper part of the first dual-standard track beam 701 is a straddle-type track 7013, and the lower part is a suspended track 7014. In order to reduce the weight of the track beam, the interior of the straddle-type beam is a cavity 7012 and a partition 7011 is arranged in the cavity 7012. The second dual-standard track beam 702 has the same structure as the first dual-standard track beam 701.

[0046] The first crossbeam 401 and the second crossbeam 402 are rigidly connected with the first dual-standard track beam 701 and the second dual-standard track beam 702 to form a multi-standard monorail with four beams in one unit; a first support 1101, a second support 1102, a third support 1103, and a fourth support 1104 are arranged at the bottom of both ends of the first crossbeam 401 and the second crossbeam 402, and a first pier 501, a second pier 502, a third pier 503, and a fourth pier 504 are arranged under the supports to form a multi-standard monorail with four columns in one unit.

[0047] For the application of prestress on the multi-standard monorail one-unit four-beam four-column pier beam-rail system, the prestressed cable is constructed in the first crossbeam 401 and the second crossbeam 402 in a post-tensioned non-bonding manner, the first inclined cable 601 is anchored, the third inclined cable 603 is tensioned, the second inclined cable 602 is anchored, and the fourth inclined cable 604 is tensioned; or the third inclined cable 603 is anchored, the first inclined cable 601 is tensioned, the fourth inclined cable 604 is anchored, and the second inclined cable 602 is tensioned.

[0048] according to Figure 7 , Figure 8 As shown, the first dual-standard track beam 701 and the second dual-standard track beam 702 have the same external width, ensuring that the vertical prestressing of the track beams is convenient.

[0049] Openings are provided at the bottom of the first dual-standard track beam 701 and the second dual-standard track beam 702, and passages for vehicle bogies are provided near the bottom of the first dual-standard track beam 701 and the second dual-standard track beam 702 to facilitate the passage of vehicles suspended under the track beams.

[0050] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present invention is defined by the appended claims rather than the above description, so it is intended to include all changes within the meaning and scope of the equivalent elements of the claims, and any reference numerals in the claims should not be regarded as limiting the claims involved.

Claims

1. A method for improving the anti-sway and anti-seismic performance of multi-system monorail transportation, characterized in that: The invention comprises arranging a first pier (501), a second pier (502), a third pier (503), and a fourth pier (504) on both sides of a highway roadbed (1); a first crossbeam (401) is arranged on the top of the first pier (501) and the second pier (502); and a second crossbeam (402) is arranged on the top of the third pier (503) and the fourth pier (504); A first double-standard track beam (701) and a second double-standard track beam (702) are also provided, and two ends of the first double-standard track beam (701) and the second double-standard track beam (702) are respectively connected to the first crossbeam (401) and the second crossbeam (402) through wet joints; A first crossbeam inner cable (801) and a second crossbeam inner cable (802) are respectively provided inside the first crossbeam (401) and the second crossbeam (402); the first inclined cable (601) and the second inclined cable (602) tighten the two ends of the first crossbeam inner cable (801) and anchor them to the ground; the third inclined cable (603) and the fourth inclined cable (604) tighten the two ends of the second crossbeam inner cable (802) and anchor them to the ground.

2. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation according to claim 1, characterized in that: The first pier (501), the second pier (502), the third pier (503) and the fourth pier (504) have the same structure and can adopt a separate column (1301) or an integral column (1401). When a separate column (1301) is adopted, a first separate column internal cable (1201) is provided inside the separate column, and when an integral column (1401) is adopted, a first integral column internal cable (12011) is provided inside the integral column.

3. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation according to claim 1, characterized in that: The first dual-standard track beam (701) has a straddle-type track (7013) at the top and a suspension track (7014) at the bottom. The straddle-type track (7013) has a cavity (7012) inside and a partition (7011) is arranged in the cavity (7012). The second dual-standard track beam (702) has the same structure as the first dual-standard track beam (701).

4. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation according to claim 1, characterized in that: The first crossbeam inner cable (801) is anchored at the bottom of the first crossbeam (401), and the bending points at both ends pass through the center lines of the first pier (501) and the second pier (502), respectively, and are anchored on the ground through the first inclined cable (601) and the second inclined cable (602); The inner cable (802) of the second crossbeam is anchored at the bottom of the second crossbeam (402), and the bending points at both ends pass through the center lines of the third pier (503) and the fourth pier (504) respectively, and are anchored on the ground through the third inclined cable (603) and the fourth inclined cable (604).

5. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation according to claim 1, characterized in that: The prestressed cables are constructed in the first cross beam (401) and the second cross beam (402) in a post-tensioned non-bonding manner, the first inclined cable (601) is anchored, the third inclined cable (603) is tensioned, the second inclined cable (602) is anchored, and the fourth inclined cable (604) is tensioned; or the third inclined cable (603) is anchored, the first inclined cable (601) is tensioned, the fourth inclined cable (604) is anchored, and the second inclined cable (602) is tensioned.

6. The method for improving the anti-sway and anti-seismic performance of multi-standard monorail transportation according to any one of claims 1 to 3, characterized in that: The outer widths of the first dual-standard track beam (701) and the second dual-standard track beam (702) are consistent, ensuring that the vertical prestressing force of the track beams can be easily applied.

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