Beam-track integrated magnetic levitation track assembly and construction method thereof

Abstract

The invention relates to the technical field of maglev tracks, and provides a beam-track integrated maglev track assembly and a construction method thereof.The beam-track integrated maglev track assembly comprises a beam body comprising a prefabricated composite beam and prefabricated bridge deck slabs, and the prefabricated bridge deck slabs are sequentially laid on the prefabricated composite beam in the longitudinal direction; anchoring through holes are formed in the prefabricated bridge deck slab, anchoring steel bars are arranged on the prefabricated composite beam, the anchoring steel bars extend into the anchoring through holes to achieve anchoring connection, and an adjusting gap is reserved between the anchoring steel bars and the anchoring through holes; the multiple track units are sequentially arranged on the two sides of the prefabricated bridge deck slab in the longitudinal direction, and the positions of the track units on the prefabricated bridge deck slab are adjusted through assembly gaps between components in the track units and assembly gaps between the track units and the prefabricated bridge deck slab; the motor reaction plates are arranged on the two sides of the beam body in the longitudinal direction, and the motor reaction plates are arranged on the multiple track units on the sides where the motor reaction plates are located. According to the invention, the purposes of millimeter-level positioning precision control, structural lightweight, quick assembly and disassembly of components and the like of the maglev track beam can be achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of maglev track, in particular to a beam-track integrated maglev track assembly and a construction method thereof. BACKGROUND

[0002] Maglev transportation has great application potential in urban internal transportation, airport connection lines and city (suburban) railways due to its unique advantages such as low running noise, strong climbing ability and small turning radius. However, the maglev system requires millimeter-level precision control of track geometry, which is far beyond the requirements of conventional track transportation. This technical threshold leads to two major technical bottlenecks in existing maglev projects: First, the structural system limitation problem is prominent: the traditional maglev track beam generally adopts a beam-track separation structure. The main reason is that the manufacturing precision of conventional prestressed concrete beams cannot meet the millimeter-level requirements of the maglev system, and only post-track adjustment can be used to achieve the running precision. This passive precision control method not only requires additional auxiliary facilities such as sleepers, significantly increasing the engineering cost, but also has the problem of three-coupling vibration of train, track and beam, which seriously affects the running stability and riding comfort.

[0003] Second, the technical shackles of traditional construction technology: the existing maglev track beam mostly adopts prestressed concrete box beam structure, which has problems such as excessive self-weight, relatively poor durability, and difficulty in transportation and hoisting. More importantly, the traditional cast-in-place concrete technology cannot realize assembly construction, with long construction period and low efficiency; the shrinkage and creep deformation of ordinary concrete is large, which is difficult to guarantee the millimeter-level precision for a long time; once the structure is formed, precision adjustment and component replacement cannot be realized, and if it needs to be demolished and reconstructed, it will bring huge economic losses.

[0004] In addition, there is also a beam-track integrated maglev track assembly in the prior art. Although the beam-track integrated structure has significant advantages in theory, the millimeter-level manufacturing precision of the beam body cannot be guaranteed by the traditional construction technology, which makes the track precision completely dependent on the beam body precision. This technical bottleneck seriously restricts the application of beam-track integrated structure in actual projects.

[0005] In summary, there is an urgent need for a beam-track integrated maglev track assembly and a construction method to solve the problems existing in the prior art. SUMMARY

[0006] The present application aims to provide a beam-track integrated maglev track assembly, which aims to solve the problems of high cost of beam-track separated maglev beam, difficulty in guaranteeing the construction precision of beam-track integrated maglev beam, difficulty in post-precision adjustment of track beam, post-replacement of track, and maintenance, etc. in the prior art. The specific technical scheme is as follows: A beam-track integrated maglev track assembly, comprising: Beam body, which comprises a prefabricated composite beam and a prefabricated bridge deck, the prefabricated composite beam sequentially lays a plurality of prefabricated bridge decks along the longitudinal direction, and the adjacent prefabricated bridge decks are fixedly connected; the prefabricated bridge deck is provided with an anchoring through hole, and the prefabricated composite beam is provided with an anchoring steel bar for connecting with the prefabricated bridge deck, the anchoring steel bar extends into the anchoring through hole to realize anchoring connection and leaves an adjusting gap between them; Track unit, a plurality of track units are sequentially arranged on both sides of the prefabricated bridge deck along the longitudinal direction, and the position of the track unit on the prefabricated bridge deck is adjusted through the assembly gap between the components in the track unit and the assembly gap between the track unit and the prefabricated bridge deck. Motor reaction plate, the beam body is provided with a motor reaction plate on both sides along the longitudinal direction, and the motor reaction plate is arranged on a plurality of track units on the side.

[0007] Preferably, the track unit comprises a track, a steel base plate, a connecting piece and a fixing bolt, the prefabricated bridge deck is provided with a mounting clamping groove on both sides along the longitudinal direction, the track is arranged on the lower surface of the prefabricated bridge deck, the steel base plate is arranged on the upper surface of the prefabricated bridge deck and the motor reaction plate is mounted on the steel base plate, the connecting piece is clamped in the mounting clamping groove and the upper side and the lower side of the connecting piece are provided with threaded holes, the track and the steel base plate are provided with mounting holes one, the track and the lower side of the connecting piece and the steel base plate and the upper side of the connecting piece are connected by the fixing bolt, and the mounting hole one and the fixing bolt leave an assembly gap.

[0008] Preferably, the steel base plate and the track are provided with mounting holes two, the prefabricated bridge deck is provided with a limiting screw hole, the steel base plate and the prefabricated bridge deck and the track and the prefabricated bridge deck are connected by a limiting bolt, and the mounting hole two and the limiting bolt leave an assembly gap. Alternatively, the prefabricated bridge deck is provided with a limiting groove on both the upper surface and the lower surface, the steel base plate is arranged in the limiting groove on the upper surface, the track is arranged in the limiting groove on the lower surface, the width of the limiting groove on the upper surface is greater than the width of the steel base plate by M millimeters to form an assembly gap, and the width of the limiting groove on the lower surface is greater than the width of the track by N millimeters to form an assembly gap.

[0009] Preferably, the prefabricated bridge deck is provided with an anchoring groove, the anchoring through hole is arranged in the anchoring groove, the outer surface of the anchoring steel bar is provided with an external thread, and the anchoring steel bar is fastened by an anchoring nut after passing through the anchoring through hole.

[0010] Preferably, the prefabricated composite beam comprises a composite web, an end diaphragm and an intermediate diaphragm, two composite webs are arranged in parallel, and the ends of the two composite webs are connected by the end diaphragm, a plurality of intermediate diaphragms are arranged longitudinally between the two composite webs, and the composite web, the end diaphragm and the intermediate diaphragm are all provided with anchoring steel bars for connecting with the prefabricated bridge deck; The composite web comprises a UHPC web and a T-shaped steel beam arranged below the UHPC web. The T-shaped steel beam comprises a steel bottom plate and a steel web arranged on the steel bottom plate, the upper edge of the steel web is alternately provided with a steel pin and a mortise, the steel pin and the mortise are embedded in the concrete inside the lower end of the UHPC web, and are arranged in butt joint with the web steel framework in the UHPC web.

[0011] Preferably, the UHPC web comprises a web concrete layer and a web steel framework arranged in the web concrete layer. The web steel framework comprises upper open stirrups, lower open stirrups, web longitudinal steel bars and bottom layer longitudinal steel bars, the upper open stirrups and the lower open stirrups are alternately arranged longitudinally, the lower open stirrups are arranged in one-to-one correspondence with the steel pins, the steel pins are inserted into the openings at the lower ends of the lower open stirrups, the upper open stirrups are arranged in one-to-one correspondence with the mortises, and the lower ends of the upper open stirrups are arranged in the mortises. A plurality of web longitudinal steel bars are arranged in the interiors of the upper open stirrups and the lower open stirrups in the vertical direction, and each of the web longitudinal steel bars passes through the alternately arranged upper open stirrups and lower open stirrups in the longitudinal direction. The two sides of the lower end of each lower open stirrup are respectively connected by the bottom layer longitudinal steel bars.

[0012] Preferably, the upper ends of the upper open stirrups are arranged to protrude from the upper surface of the prefabricated composite beam, the end diaphragm and the intermediate diaphragm are both provided with a diaphragm steel framework, the diaphragm steel framework is provided with vertical steel bars protruding from the upper surface of the prefabricated composite beam, the upper open stirrups and the portions of the vertical steel bars protruding from the upper surface of the prefabricated composite beam serve as anchoring steel bars and are provided with external threads on the outer surfaces.

[0013] The application provides a construction method of the beam-rail integrated maglev rail assembly, comprising: S1, hoisting the prefabricated composite beam that is integrally prefabricated to the pier support, and completing the position adjustment of the prefabricated composite beam through the pier support; S2, prefabricated bridge deck pre-assembly, specifically: sequentially assembling the prefabricated bridge deck to the prefabricated composite beam, after the anchoring steel bars on the prefabricated composite beam are inserted into the anchoring through holes, installing anchoring nuts on the anchoring steel bars and pre-tightening the anchoring nuts; S3, position adjustment is made to all the prefabricated bridge decks by means of the adjustment gap between the anchoring steel bars and the anchoring through holes, and accurate positioning of each prefabricated bridge deck is completed; S4, material filling is made in the gap between the prefabricated composite beam and the prefabricated bridge deck and the gap between the anchoring steel bars and the anchoring through holes, and the anchoring nuts are fastened after the filling material meets the strength requirement; S5, connection between two adjacent prefabricated bridge decks in the longitudinal direction is completed, so that the prefabricated bridge decks form an integral whole; S6, each track unit is installed in sequence, and accurate positioning and fastening of each track unit are completed one by one by means of the assembly gap between the components in the track unit and the assembly gap between the track unit and the prefabricated bridge deck; S7, material filling is made in the assembly gap between the track unit and the prefabricated bridge deck and the assembly gap between the components in the track unit, and the motor reaction plate is installed after the filling material meets the strength requirement.

[0014] The application further provides another construction method of the beam-rail integrated maglev track assembly, the length of the prefabricated bridge deck is an integer multiple of the length of the track unit, and the construction method comprises the following steps: Q1, each track unit on the prefabricated bridge deck is installed in a prefabrication factory, and accurate positioning and fastening of each track unit are completed one by one by means of the assembly gap between the components in the track unit and the assembly gap between the track unit and the prefabricated bridge deck; Q2, material filling is made in the assembly gap between the track unit and the prefabricated bridge deck and the assembly gap between the components in the track unit, and the track unit assembly is completed after the filling material meets the strength requirement; Q3, the integrally prefabricated prefabricated composite beam is hoisted to the pier support, and position adjustment of the prefabricated composite beam is completed through the pier support; Q4, the prefabricated bridge deck after installation of the track unit is assembled to the prefabricated composite beam in sequence, position adjustment is made to all the prefabricated bridge decks by means of the adjustment gap between the anchoring steel bars and the anchoring through holes, and accurate positioning of each prefabricated bridge deck is completed; Q5, material filling is made in the gap between the prefabricated composite beam and the prefabricated bridge deck and the gap between the anchoring steel bars and the anchoring through holes, and the prefabricated bridge deck is fastened by means of the anchoring nuts after the filling material meets the strength requirement; Q6, connection between two adjacent prefabricated bridge decks in the longitudinal direction is completed, so that the prefabricated bridge decks form an integral whole; Q7, the motor reaction plate is installed.

[0015] The application further provides a third construction method of the beam-rail integrated maglev track assembly, which comprises the following steps: C1, hoist the prefabricated composite beam to the pier support, and adjust the position of the prefabricated composite beam through the pier support; C2, prefabricate the bridge deck, specifically: sequentially assemble the prefabricated bridge deck to the prefabricated composite beam, extend the anchoring steel bars into the anchoring through holes, install anchoring nuts on the anchoring steel bars after the anchoring steel bars extend into the anchoring through holes, and pre-tighten the anchoring nuts; C3, sequentially install each track unit, and complete the positioning and pre-tightening of each track unit through the assembly gap between components in the track unit, the assembly gap between the track unit and the prefabricated bridge deck, and the adjustment gap between the anchoring steel bars and the anchoring through holes; C4, fill the gap between the prefabricated composite beam and the prefabricated bridge deck and the gap between the anchoring steel bars and the anchoring through holes with materials, and tighten the anchoring nuts when the filling materials meet the strength requirements; C5, complete the connection between the two adjacent prefabricated bridge decks in the longitudinal direction, so that the prefabricated bridge decks form an integral whole; C6, check the positioning of each track unit again, if there is a track unit that does not meet the positioning requirements, reposition the track unit through the assembly gap between components in the track unit and the assembly gap between the track unit and the prefabricated bridge deck, if all the track units meet the positioning requirements, first complete the tightening of each track unit, and then fill the assembly gap between the track unit and the prefabricated bridge deck and the assembly gap between components in the track unit with materials, and install the motor reaction plate when the filling materials meet the strength requirements.

[0016] The technical scheme of the application has the following beneficial effects: The application adopts a construction mode of factory prefabrication + site assembly, and the prefabricated composite beam and the prefabricated bridge deck can be standardized in the factory, and only assembly connection and a small amount of pouring (only a small amount of pouring is needed when the adjacent prefabricated bridge decks are connected by a wet joint) are needed on site, which can significantly improve the construction efficiency and engineering quality compared with the traditional cast-in-place construction mode. At the same time, factory prefabrication can significantly improve the manufacturing precision of the prefabricated composite beam and the prefabricated bridge deck, providing a good accessory basis for subsequent track precision adjustment.

[0017] In the application, a plurality of track units are sequentially arranged on the prefabricated bridge deck in the longitudinal direction. Compared with the traditional continuous or integral track unit, the separated track unit has the advantages of more flexible installation precision adjustment (i.e., each track unit can be independently adjusted to correct errors), simpler prefabrication, easier linear control, and easier modular disassembly and maintenance in the later stage.

[0018] The triple precision adjustment system ensures millimeter-level precision control of the track, specifically: the installation precision of the beam body is adjusted through the pier support, the installation precision of the prefabricated bridge deck is adjusted through the adjustment gap between the anchoring steel and the anchoring through hole, and the position of a single track unit on the prefabricated bridge deck is adjusted through the assembly gap between the components in the track unit and the assembly gap between the track unit and the prefabricated bridge deck. The triple precision adjustment system cooperates with the split prefabricated bridge deck and the split track unit to comprehensively realize millimeter-level geometric precision control of the track, meet the stringent precision requirements of the maglev transportation system, and break through the technical bottleneck that the traditional beam-track integrated structure is difficult to ensure construction precision.

[0019] In the application, the prefabricated bridge deck and the prefabricated composite beam are connected by bolts, and the track unit is connected by insertion. The key components in the application can be independently disassembled and replaced. When the bridge deck precision does not meet the requirements or durability problems occur, the bridge deck can be replaced individually. The track unit can also be quickly disassembled and repaired, greatly reducing the whole life cycle maintenance cost.

[0020] The application uses H-shaped steel to form a T-shaped steel beam with a shear connector, eliminating the need for on-site welding of shear connectors and completely avoiding welding defects, residual stress, and other quality risks, thereby improving fatigue performance. The prefabricated composite beam structure does not need to be configured with prestress, eliminating complex processes such as prestress tensioning and grouting, greatly simplifying the construction process and improving structural reliability.

[0021] The application uses a reasonable material configuration of the prefabricated bridge deck bearing pressure, the UHPC web resisting shear and bearing part of the tensile stress, and the T-shaped steel beam in tension, fully utilizing the advantages of each material. Compared with traditional prestressed concrete box beams, the structure weight is reduced by about 50%, greatly reducing the transportation and hoisting difficulty and engineering cost.

[0022] In the application, the end diaphragm, the intermediate diaphragm, and the UHPC web are all made of ultra-high performance concrete (UHPC concrete) to strengthen the overall stress performance of the prefabricated composite beam. UHPC has the characteristics of ultra-high strength (compressive strength ≥ 120 MPa), low shrinkage and creep, high durability, etc. The shrinkage and creep of the prefabricated UHPC component are basically completed, which is beneficial to ensure the long-term linear stability of the track beam.

[0023] Through innovative structural design and construction process, the application realizes the successful application of the beam-track integrated structure in engineering, avoids the problem of additional setting of sleepers and other facilities for traditional beam-track separation structures, changes the three-coupling vibration of trains, tracks, and beams into two-coupling vibration of trains and track beams, and improves the dynamic performance of the structure. Through the innovative design of assembly construction, triple precision adjustment, and detachable structure, the application successfully solves the technical problems of lightweight, high precision, and maintainability of the maglev track beam, providing key technical support for the industrialization of maglev transportation.

[0024] In addition to the objects, features and advantages described above, the present application has other objects, features and advantages. These and other objects, features and advantages of the present application will become apparent with reference to the drawings, detailed description and examples. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an implementation of the application and, together with the description, serve to explain the application. In the drawings, Figure 1 is an axonometric view of the magnetic levitation track assembly of the present application; Figure 2 is a schematic view of the installation of the track unit in the precast bridge deck slab; Figure 1 Figure 3 is a cross-sectional view of the magnetic levitation track assembly in the present application along the transverse direction; Figure 1 is an enlarged view of A in the present application; Figure 4 Figure 3 is a schematic view of the precast bridge deck slab structure in the present application; Figure 5 is a schematic view of the precast bridge deck slab structure in the present application; Figure 1 Figure 6 is another schematic view of the precast bridge deck slab structure in the present application; Figure 1 is a cross-sectional view of the wet joint in the present application along the longitudinal direction; Figure 7 Figure 1 is an axonometric view of the precast composite beam in the present application; Figure 8 is a schematic view of the butt joint between the T-shaped steel beam and the web steel framework in the UHPC web in the present application; Figure 1 Figure 9 Figure 1 Figure 10 is an enlarged view of B in the present application; Figure 9 is a schematic view of the adjustment gap between the anchoring steel bar and the anchoring through hole; Figure 11 ​​​​​​​​Wherein, 1, prefabricated composite beam, 1.1, T-shaped steel beam, 1.2, UHPC web, 1.3, end diaphragm, 1.4, intermediate diaphragm, 1.5, upper open stirrup, 1.6, lower open stirrup, 1.7, web longitudinal reinforcement, 1.8, mortise, 1.9, steel pin, 1.10, steel web, 1.11, steel bottom plate, 1.12, bottom longitudinal reinforcement, 2, prefabricated bridge deck, 2.1, installation slot, 2.2, limiting screw hole, 2.3, anchoring groove, 2.4, anchoring through hole, 2.5, bridge deck longitudinal reinforcement, 2.6, wet joint pouring groove, 2.7, limiting groove, 3, wet joint, 3.1, wet joint transverse reinforcement, 4, motor reaction plate, 5, track unit, 5.1, track, 5.2, steel backing plate, 5.3, connecting piece, 5.4, fixing bolt, 5.5, limiting bolt. DETAILED DESCRIPTION

[0026] In order to facilitate the understanding of the present application, the present application will be described more fully below, and preferred embodiments of the present application will be given. However, the present application can be realized in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided so that the disclosure of the present application can be more thoroughly and completely understood.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application.

[0028] Embodiment: Reference Figures 1-11 The present embodiment provides a beam-rail integrated maglev rail assembly, comprising: A beam body comprising a prefabricated composite beam 1 and a prefabricated bridge deck 2, a plurality of prefabricated bridge decks 2 are sequentially laid on the prefabricated composite beam 1 in the longitudinal direction, and adjacent prefabricated bridge decks 2 are fixedly connected to form a whole; the prefabricated bridge deck 2 is provided with an anchoring through hole 2.4, and the prefabricated composite beam 1 is provided with an anchoring steel bar for connecting with the prefabricated bridge deck 2, the anchoring steel bar extends into the anchoring through hole 2.4 to achieve anchoring connection, and an adjustment gap is left between the two; A track unit 5, a plurality of track units 5 are sequentially arranged on both sides of the prefabricated bridge deck 2 in the longitudinal direction, and the position of the track unit 5 on the prefabricated bridge deck 2 is adjusted through the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2; A motor reaction plate 4, the beam body is provided with a motor reaction plate 4 on both sides in the longitudinal direction, and the motor reaction plate 4 is arranged on a plurality of track units 5 on the side.

[0029] AsFigure 2 As shown, the track unit 5 includes a track 5.1, a steel base plate 5.2, a connecting piece 5.3 and a fixing bolt 5.4, both sides of the prefabricated bridge deck 2 are provided with installation clamping grooves 2.1 in the longitudinal direction, the track 5.1 is arranged on the lower surface of the prefabricated bridge deck 2, the steel base plate 5.2 is arranged on the upper surface of the prefabricated bridge deck 2 and the motor reaction plate 4 is installed on the steel base plate 5.2, the connecting piece 5.3 is clamped in the installation clamping groove 2.1 and the upper side and the lower side thereof are provided with threaded holes, the track 5.1 and the steel base plate 5.2 are both provided with installation holes, the lower side of the connecting piece 5.3 and the upper side of the connecting piece 5.3 are connected by the fixing bolt 5.4, and assembly gaps are left between the installation holes and the fixing bolt 5.4.

[0030] Specifically, the fixing bolt 5.4 is used to connect the installation hole on the track 5.1 and the threaded hole on the lower side of the connecting piece 5.3, the fixing bolt 5.4 is used to connect the installation hole on the steel base plate 5.2 and the threaded hole on the upper side of the connecting piece 5.3, and the assembly gaps left between the installation holes and the fixing bolt 5.4 can meet the requirement of relative position adjustment between the track 5.1 and the steel base plate 5.2 in the track unit 5, and facilitate the adjustment of the installation precision of the track 5.1.

[0031] Preferably, the installation clamping groove 2.1 is a square groove with an opening facing the outer side, and the installation clamping groove 2.1 penetrates the prefabricated bridge deck 2 in the vertical direction, so that the connecting piece 5.3 can be pushed into the installation clamping groove 2.1 from the outside, and the connection between the connecting piece 5.3 and the steel base plate 5.2 and the track 5.1 is completed. Further, the prefabricated bridge deck 2 is prefabricated in the factory and has high dimensional accuracy, the connecting piece 5.3 is clamped in the installation clamping groove 2.1, and the installation clamping groove 2.1 can provide accurate longitudinal positioning basis for the track unit. Compared with the traditional method of using pre-buried connecting pieces, the reliability and positioning accuracy of the embodiment are higher.

[0032] Further, the track unit 5 can limit the longitudinal displacement of the track unit 5 on the prefabricated bridge deck 2 after being assembled on the prefabricated bridge deck 2 through the cooperation of the connecting piece 5.3 and the installation clamping groove 2.1. In order to limit the lateral displacement of the track unit 5 on the prefabricated bridge deck 2, the embodiment provides two structures to realize the lateral limiting of the track unit 5, which are: As Figures 2-5As shown, the steel pad plate 5.2 and the track 5.1 are both provided with mounting holes two, the prefabricated bridge deck 2 is provided with a limiting screw hole 2.2, the steel pad plate 5.2 and the track 5.1 are connected with the prefabricated bridge deck 2 through limiting bolts 5.5, and the mounting holes two and the limiting bolts 5.5 are left with assembly gaps. Specifically, the limiting bolt 5.5 passes through the mounting hole two on the steel pad plate 5.2 to connect the upper half of the limiting screw hole 2.2, the limiting bolt 5.5 passes through the mounting hole two on the track 5.1 to connect the lower half of the limiting screw hole 2.2, and the mounting hole two and the limiting bolt 5.5 are left with assembly gaps, so that the track 5.1 and the steel pad plate 5.2 can be adjusted in position relative to the prefabricated bridge deck 2, and the assembly gaps provided between the mounting hole one and the fixed bolt 5.4 can adjust the relative position between the track 5.1 and the steel pad plate 5.2.

[0033] As shown in the figure, Figure 6 The structure for limiting the lateral displacement of the track unit 5 can also be that the prefabricated bridge deck 2 is provided with limiting grooves 2.7 on the upper surface and the lower surface on both sides, the steel pad plate 5.2 is arranged in the limiting groove 2.7 on the upper surface, the track 5.1 is arranged in the limiting groove 2.7 on the lower surface, the width of the limiting groove 2.7 on the upper surface is greater than the width of the steel pad plate 5.2 by M millimeters to form an assembly gap, and the width of the limiting groove 2.7 on the lower surface is greater than the width of the track 5.1 by N millimeters to form an assembly gap, where N and M are both 2-6 mm.

[0034] Further, the assembly gaps allow the steel pad plate 5.2 and the track 5.1 to be adjusted in position laterally in the limiting groove 2.7, meeting the demand for adjusting the position accuracy of the track 5.1; after the track unit 5 is positioned on the prefabricated bridge deck 2, the assembly gaps are filled with material to ensure that the steel pad plate 5.2 and the track 5.1 can be laterally limited.

[0035] In the track unit 5 of the embodiment, the connecting piece 5.3 is connected with the track 5.1 and the steel pad plate 5.2 through the fixed bolt 5.4, and the three can be assembled in advance to realize modularization before being assembled on the prefabricated bridge deck 2, facilitating the assembly and disassembly of the track unit 5 on the prefabricated bridge deck 2; at the same time, the force on the track 5.1 can be transmitted to the steel pad plate 5.2 through the connecting piece 5.3, and then transmitted to the beam body through the steel pad plate 5.2 to realize cooperative force bearing, which can ensure that the track unit 5 will not be subjected to excessive lateral force, especially when the limiting screw hole 2.2 and the limiting bolt 5.5 are used for lateral limiting, the limiting bolt 5.5 and the limiting screw hole 2.2 will not generate excessive pulling force.

[0036] As shown in Figure 5 and Figure 6 , the prefabricated bridge deck 2 is provided with an anchoring groove 2.3, the anchoring through hole 2.4 is arranged in the anchoring groove 2.3, the outer surface of the anchoring steel bar is provided with external threads, and the anchoring steel bar is fastened by an anchoring nut after passing through the anchoring through hole 2.4. Specifically, the anchoring groove 2.3 can ensure that the anchoring steel bar and the anchoring nut do not protrude from the upper surface of the prefabricated bridge deck, ensuring the flatness of the upper surface of the prefabricated bridge deck after construction; further, the anchoring groove 2.3 is sealed by a waterproof cover after construction, which can effectively prevent rainwater from entering the anchoring groove 2.3. Preferably, the anchoring groove 2.3 is a four-prism concave groove, which is wide at the top and narrow at the bottom, facilitating demolding and installation of the waterproof cover during manufacturing.

[0037] As shown in Figure 1 , Figure 5 , Figure 6 and Figure 7 , the two adjacent prefabricated bridge decks 2 are each provided with a wet joint pouring groove 2.6 at the end adjacent to the other prefabricated bridge deck 2, the wet joint pouring grooves 2.6 of the two adjacent prefabricated bridge decks 2 are butted to form a wet joint pouring cavity, the bridge deck longitudinal steel bars 2.5 in the prefabricated bridge decks 2 extend into the wet joint pouring cavity, the wet joint pouring cavity is provided with wet joint transverse steel bars 3.1 lapping the bridge deck longitudinal steel bars 2.5, and the wet joint pouring cavity is filled with concrete to form a wet joint 3.

[0038] Further, the wet joint pouring groove 2.6 is located at the center of the end of the prefabricated bridge deck 2, the upper opening of the wet joint pouring groove 2.6 is flush with the upper surface of the prefabricated bridge deck 2, and the depth of the wet joint pouring groove 2.6 is less than the depth of the prefabricated bridge deck 2, so that a certain thickness of the prefabricated layer is reserved as a wet joint pouring bottom mold to realize formwork-free pouring; at the same time, the length of the wet joint pouring groove 2.6 in the longitudinal direction needs to meet the anchoring length requirement of the steel bar, and the width of the wet joint pouring groove 2.6 in the transverse direction is less than the transverse width of the prefabricated bridge deck 2 to facilitate the arrangement of the track unit 5, and preferably the width of the wet joint pouring groove 2.6 in the transverse direction is equal to the outer width of the prefabricated composite beam 1.

[0039] Further, the bridge deck longitudinal steel bars 2.5 in the two adjacent prefabricated bridge decks are arranged alternately in the wet joint pouring cavity, and only a small amount of wet joint transverse steel bars 3.1 needs to be bound after adjustment to meet the strength requirement, which has very low requirement on construction precision and is extremely simple to construct; the wet joint 3 is poured by UPHC material or expanded concrete, and the wet joint 3 makes the adjacent prefabricated bridge decks 2 form a whole to achieve the effect of overall stress.

[0040] In addition, the adjacent prefabricated bridge deck slabs 2 can also be connected by connecting steel plates and bolt assemblies, specifically: The two adjacent prefabricated bridge deck slabs 2 are each provided with a connecting steel plate adjacent to the end of the other prefabricated bridge deck slab 2, the connecting steel plate is fixedly welded with the bridge deck longitudinal steel bars 2.5 in the prefabricated bridge deck slab 2, and the part of the connecting steel plate protruding from the lower surface of the prefabricated bridge deck slab 2 is provided with a mounting through hole, the connecting steel plates of the two adjacent prefabricated bridge deck slabs 2 are connected by bolt assemblies, and the hole diameter of the mounting through hole and the bolt in the bolt assembly leave an adjustment gap to meet the position adjustment requirement of the adjacent prefabricated bridge deck slabs in the transverse direction.

[0041] Referring to Figure 3 and Figures 8 to 10 , the prefabricated composite beam 1 includes a composite web, an end diaphragm 1.3 and an intermediate diaphragm 1.4, two composite webs are arranged in parallel and the ends of the two composite webs are connected by the end diaphragm 1.3, a plurality of intermediate diaphragms 1.4 are arranged in the longitudinal direction between the two composite webs, and the composite web, the end diaphragm 1.3 and the intermediate diaphragm 1.4 are each provided with an anchoring steel bar for connecting with the prefabricated bridge deck slab 2. The end diaphragm 1.3 is used to realize the erection of the beam body on the pier support.

[0042] Further, the composite web includes a UHPC web 1.2 and a T-shaped steel beam 1.1 arranged below the UHPC web 1.2; the intermediate diaphragm 1.4 is arranged between the two UHPC webs 1.2, and the two ends of the UHPC web 1.2 and the T-shaped steel beam 1.1 are respectively connected to the two end diaphragms 1.3; As shown in Figures 9-10 , the T-shaped steel beam 1.1 includes a steel bottom plate 1.11 and a steel web 1.10 arranged on the steel bottom plate 1.11, the upper edge of the steel web 1.10 is alternately provided with a steel pin 1.9 and a mortise 1.8 in the longitudinal direction, the steel pin 1.9 and the mortise 1.8 are embedded in the concrete inside the lower end of the UHPC web 1.2, and are arranged in butt joint with the web steel framework in the UHPC web 1.2.

[0043] Specifically, the UHPC web 1.2 includes a web concrete layer and a web steel framework located in the web concrete layer; the web steel framework includes an upper open stirrup 1.5, a lower open stirrup 1.6, a web longitudinal steel bar 1.7 and a bottom layer longitudinal steel bar 1.12; the upper open stirrup 1.5 and the lower open stirrup 1.6 are alternately arranged in the longitudinal direction, the lower open stirrup 1.6 is arranged in one-to-one correspondence with the steel pin 1.9, the steel pin 1.9 is inserted into the opening at the lower end of the lower open stirrup 1.6, and the upper open stirrup 1.5 is arranged in one-to-one correspondence with the mortise 1.8, and the lower end of the upper open stirrup 1.5 is placed in the mortise 1.8; A plurality of web longitudinal reinforcements 1.7 are vertically spaced inside the upper open stirrup 1.5 and the lower open stirrup 1.6, and each of the web longitudinal reinforcements 1.7 longitudinally passes through the upper open stirrup 1.5 and the lower open stirrup 1.6 alternately; further, the lower end of each of the lower open stirrups 1.6 is connected by the bottom longitudinal reinforcement 1.12 on both sides. The upper end of the upper open stirrup 1.5 protrudes from the web concrete layer (i.e. protrudes from the upper surface of the prefabricated composite beam 1), and the lower open stirrup 1.6, the web longitudinal reinforcement 1.7 and the bottom longitudinal reinforcement 1.12 are completely embedded in the web concrete layer.

[0044] Referring to Figure 8 , the end diaphragm 1.3 and the intermediate diaphragm 1.4 are both provided with a diaphragm reinforcement cage, the diaphragm reinforcement cage is provided with vertical reinforcement protruding from the upper surface of the prefabricated composite beam 1, the upper open stirrup 1.5 and the part of the vertical reinforcement protruding from the upper surface of the prefabricated composite beam 1 serve as anchoring reinforcement and are provided with external threads on the outer surface.

[0045] Specifically, the diaphragm reinforcement cage in the embodiment includes a plurality of upper open stirrups 1.5 arranged in a matrix, the upper end of the upper open stirrup 1.5 in the diaphragm reinforcement cage protrudes from the upper surface of the prefabricated composite beam 1 and the protruding part serves as anchoring reinforcement. Of course, the composition structure of the diaphragm reinforcement cage is not limited to the one listed in the embodiment, and persons skilled in the art can flexibly design and adjust the diaphragm reinforcement cage.

[0046] The anchoring reinforcement in the embodiment is from the upper open stirrup of the prefabricated composite beam, which is positioned and formed with high precision in the factory, and serves as a shear stirrup and a connecting screw at the same time, thereby saving the complicated process of pre-buried bolts.

[0047] As Figure 11 shown, Figure 11 shows the adjustment gap between the anchoring reinforcement (i.e. the upper open stirrup 1.5) and the anchoring through hole 2.4, since the hole diameter of the anchoring through hole is larger than the outer diameter of the anchoring reinforcement, the adjustment gap allows the prefabricated bridge deck to be adjusted in position relative to the prefabricated composite beam in the horizontal direction; further, the assembly gap between the mounting hole one and the fixing bolt 5.4 and the assembly gap between the mounting hole two and the limiting bolt 5.5 achieve the same principle of position adjustment.

[0048] Preferably, the prefabricated bridge deck 2 in the embodiment can be made of normal concrete (i.e. NC concrete) or ultra-high performance concrete (i.e. UHPC concrete); the end diaphragm 1.3 and the intermediate diaphragm 1.4 are made of ultra-high performance concrete to enhance the overall stress performance of the prefabricated composite beam 1. UHPC has the characteristics of ultra-high strength (compressive strength ≥ 120 MPa), low shrinkage and creep, high durability, etc. The shrinkage and creep of the prefabricated UHPC component are basically completed, which is conducive to ensuring the long-term linear stability of the track beam.

[0049] The prefabricated bridge deck and the prefabricated composite beam in the embodiment have good dimensional accuracy when prefabricated in the factory, can provide a good accessory base, the installation clamping groove 2.1 can accurately constrain the position of the track unit 5 in the longitudinal direction, the transverse limiting structure of the track unit 5 can realize the position adjustment and limiting of the track unit in the transverse direction, and the purpose of accurately positioning the single track unit 5 on the prefabricated bridge deck is achieved; the installation precision of the beam body is adjusted by cooperating with the pier support, and the installation precision of the prefabricated bridge deck is adjusted through the adjusting gap between the anchoring steel bar and the anchoring through hole, and the scheme of the embodiment can comprehensively realize the geometric precision control of the track in millimeter level, and meet the stringent precision requirements of the maglev transportation system.

[0050] In order to meet the millimeter-level precision requirements of the maglev system, the embodiment also provides a construction method of the beam-track integrated maglev track assembly, comprising: S1, hoisting the prefabricated composite beam 1 which is prefabricated as a whole to the pier support, and completing the position adjustment of the prefabricated composite beam 1 through the pier support; S2, prefabricated bridge deck 2 pre-assembly, specifically: prefabricated bridge deck 2 is assembled to prefabricated composite beam 1 in sequence, after the anchoring steel bar on the prefabricated composite beam 1 extends into the anchoring through hole 2.4, the anchoring nut is installed on the anchoring steel bar, and the anchoring nut is pre-tightened; It should be noted that the pre-tightening of the anchoring nut here cannot affect the positioning adjustment of step S3 and the material filling of step S4; at the same time, in some embodiments, the anchoring nut can not be installed in step S2, but can be installed in step S4; S3, using the adjusting gap between the anchoring steel bar and the anchoring through hole 2.4 to adjust the position of all prefabricated bridge decks 2, and completing the accurate positioning of each prefabricated bridge deck 2; Specifically, the support device group can be used to support and adjust the position of the prefabricated bridge deck 2 in this step. A plurality of support device groups are arranged longitudinally on the prefabricated composite beam 1. One prefabricated bridge deck 2 is supported by at least two support device groups. A single support device group includes bridge deck support devices symmetrically arranged on the two UHPC webs. The bridge deck support device includes a fixing part, an adjusting part, and a supporting part. The supporting part is used to push against the bottom surface of the prefabricated bridge deck 2. The fixing part is used to be installed on the UHPC web. The supporting part is arranged on the fixing part through the adjusting part. The adjusting part can realize the position adjustment of the supporting part in the transverse, longitudinal, and vertical directions, thereby realizing the position adjustment of the prefabricated bridge deck 2 in the transverse, longitudinal, and vertical directions.

[0051] Of course, in some embodiments, the adjusting part of the bridge deck support device can only realize the position adjustment of the supporting part in the vertical direction. By applying a horizontal force to the prefabricated bridge deck 2, the position adjustment of the prefabricated bridge deck in the transverse, longitudinal, and vertical directions can also be achieved.

[0052] S4. Fill the gap between the prefabricated composite beam 1 and the prefabricated bridge deck 2 (mainly the vertical gap) and the gap between the anchoring steel bar and the anchoring through hole 2.4 with material. When the filling material meets the strength requirement, tighten the anchor nut. S5. Complete the connection between the two adjacent prefabricated bridge decks 2 in the longitudinal direction, so that the prefabricated bridge decks 2 form a whole. When constructing this step, the position of the prefabricated bridge deck 2 that has been positioned cannot be changed. When using a connecting steel plate and a bolt assembly for connection, if there is a gap in the longitudinal direction between the connecting steel plates of the two adjacent prefabricated bridge decks 2, the gap should be filled with material to eliminate the gap between the prefabricated bridge decks in the longitudinal direction.

[0053] S6. Install each track unit 5 in turn, and complete the precise positioning and tightening of each track unit 5 by using the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2. S7. Fill the assembly gap between the track unit 5 and the prefabricated bridge deck 2 and the assembly gap between the components in the track unit with material. When the filling material meets the strength requirement, install the motor reaction plate 4.

[0054] Further, the assembly gap between the components in step S7 mainly refers to the gap between the mounting hole one and the bolt head of the fixing bolt 5.4, the gap between the track unit and the mounting card slot, and the gap between the bolt head of the limiting bolt 5.5 and the mounting hole two, or the gap between the steel pad plate, the track and the limiting sink respectively. The complete limiting of the track unit 5 can be realized by material filling, so as to prevent the position change of the track unit 5 in the later operation process and ensure that the track linear form will not change.

[0055] The embodiment also provides another construction method of the beam-track integrated maglev track assembly. The length of the prefabricated bridge deck 2 is an integer multiple of the length of the track unit 5. The construction method comprises the following steps. Q1, installing each track unit 5 on the prefabricated bridge deck 2 in the prefabrication factory, and completing the accurate positioning and fastening of each track unit 5 one by one by using the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2; Q2, filling materials in the assembly gap between the track unit 5 and the prefabricated bridge deck 2 and the assembly gap between the components in the track unit, and completing the assembly of the track unit 5 when the filling materials meet the strength requirement; Further, the assembly gap between the components in step Q2 mainly refers to the gap between the mounting hole one and the bolt head of the fixing bolt 5.4, the gap between the track unit and the mounting card slot, and the gap between the bolt head of the limiting bolt 5.5 and the mounting hole two, or the gap between the steel pad plate, the track and the limiting sink respectively. The complete limiting of the track unit 5 can be realized by material filling, so as to prevent the position change of the track unit 5 in the later operation process and ensure that the track linear form will not change.

[0056] Q3, hoisting the prefabricated combined beam 1 which is completely prefabricated to the pier support, and completing the position adjustment of the prefabricated combined beam 1 through the pier support; Q4, sequentially assembling the prefabricated bridge deck 2 after the installation of the track unit 5 to the prefabricated combined beam 1, adjusting the positions of all the prefabricated bridge decks 2 by using the adjusting gap between the anchoring steel bars and the anchoring through holes 2.4, and completing the accurate positioning of each prefabricated bridge deck 2; further, the prefabricated bridge deck 2 is supported and adjusted by using the support device group in this step; Q5, filling materials in the gap between the prefabricated combined beam 1 and the prefabricated bridge deck 2 (mainly the vertical gap) and the gap between the anchoring steel bars and the anchoring through holes 2.4, and fastening the prefabricated bridge deck 2 by using the anchoring nut when the filling materials meet the strength requirement; Q6, completing the connection between the two prefabricated bridge decks 2 which are longitudinally adjacent to each other, so that the prefabricated bridge decks 2 form a whole. When this step is performed, the position of the prefabricated bridge deck 2 and the track unit that have been positioned cannot be changed; when the connection is performed using the connecting steel plate and bolt assembly, if there is a gap in the longitudinal direction between the connecting steel plates of two adjacent prefabricated bridge decks 2, the gap should be filled with material to eliminate the gap in the longitudinal direction between the prefabricated bridge decks.

[0057] Q7, install the motor reaction plate 4.

[0058] The embodiment also provides a third construction method of the beam-rail integrated maglev track assembly, comprising: C1, hoist the prefabricated composite beam 1 that has been prefabricated as a whole to the pier support, and complete the position adjustment of the prefabricated composite beam 1 through the pier support; C2, prefabricated bridge deck 2 pre-assembly, specifically: the prefabricated bridge deck 2 is assembled to the prefabricated composite beam 1 in sequence, the anchoring steel bar in the prefabricated composite beam 1 extends into the anchoring through hole 2.4, the anchoring nut is installed on the anchoring steel bar after the anchoring steel bar extends into the anchoring through hole 2.4, and the anchoring nut is pre-tightened; It should be noted that the pre-tightening of the anchoring nut at this time cannot affect the positioning adjustment in step C3 and the material filling in step C4; at the same time, in some embodiments, the anchoring nut can not be installed in step C2, but can be installed in step C4; C3, sequentially install each track unit 5, and complete the positioning and pre-tightening of each track unit 5 through the assembly gap between the components in the track unit 5, the assembly gap between the track unit 5 and the prefabricated bridge deck 2, and the adjustment gap between the anchoring steel bar and the anchoring through hole 2.4; Further, in this step, the prefabricated bridge deck 2 is supported and positionally adjusted by the support device group. In this step, the positioning of the track unit 5 is taken as the goal, and the positioning of the track unit 5 is realized through the assembly gap between the components in the track unit 5, the assembly gap between the track unit 5 and the prefabricated bridge deck 2, and the adjustment gap between the anchoring steel bar and the anchoring through hole 2.4. In this assembly mode, the assembly gap and the adjustment gap are superimposed to have a larger adjustment allowance to meet the positioning adjustment requirement of the track unit, so that the precise positioning of the track unit can be more easily and easily completed.

[0059] Further, when the positioning is adjusted, the prefabricated bridge deck can be positioned first, and then the positioning of each track unit is adjusted on this basis. When the assembly gap between the components in the track unit 5, the assembly gap between the track unit 5 and the prefabricated bridge deck 2 cannot meet the positioning requirement of the track unit, the positioning of the prefabricated bridge deck is adjusted, and the process is repeated, so that the precise positioning of each track unit is finally completed.

[0060] C4, filling materials in the gap between the prefabricated composite beam 1 and the prefabricated bridge deck 2 (mainly vertical gap) and the gap between the anchoring steel bar and the anchoring through hole 2.4, and tightening the anchor nut after the filling material meets the strength requirement; C5, connecting the two adjacent prefabricated bridge decks 2 in the longitudinal direction to form a whole between the prefabricated bridge decks 2; When this step is constructed, the position of the prefabricated bridge deck 2 and the track unit 5 that have been positioned cannot be changed; when the connecting steel plate and the bolt assembly are used for connection, if there is a gap in the longitudinal direction between the connecting steel plates of the two adjacent prefabricated bridge decks 2, the gap should be filled with materials to eliminate the gap between the prefabricated bridge decks in the longitudinal direction.

[0061] C6, the positioning of each track unit 5 is checked again, if there is a track unit that does not meet the positioning requirements, the track unit 5 is repositioned by using the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2, if all the track units 5 meet the positioning requirements, the track units 5 are first fastened, and then the assembly gap between the track units 5 and the prefabricated bridge deck 2 and the assembly gap between the components in the track unit are filled with materials, and the motor reaction plate 4 is installed after the filling materials meet the strength requirements.

[0062] Further, the assembly gap between the components in step C6 mainly refers to the gap between the mounting hole 1 and the bolt head of the fixing bolt 5.4, the assembly gap between the track unit and the prefabricated bridge deck 2 refers to the gap between the connecting piece and the mounting slot, and the gap between the bolt head of the limiting bolt 5.5 and the mounting hole 2, or the gap between the steel pad, the track and the limiting groove. By filling materials, the track unit 5 can be completely limited, preventing the track unit 5 from changing position during the later operation process, and ensuring that the track alignment will not change in the later period.

[0063] Further, the filling material in this embodiment is mortar or other cementitious material.

[0064] Meanwhile, the embodiment also provides a maintenance and replacement method for the maglev track assembly, including a track unit maintenance and replacement method and a prefabricated bridge deck replacement method: 1), track unit maintenance and replacement method: A1, first disassemble the motor reaction plate, then disassemble the connection relationship between the track unit and the prefabricated bridge deck and the filling material, and disassemble the track unit from the prefabricated bridge deck; A2, after the inspection and treatment of the assembly interface on the prefabricated bridge deck, reinstall each track unit, and complete the accurate positioning and fastening of each track unit 5 by using the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2; wherein the inspection and treatment of the assembly interface is to remove the remaining filling material on the assembly interface, and when the limiting screw hole 2.2 is used for transverse limiting, the limiting screw hole 2.2 also needs to be rusted and threaded; A3, fill the assembly gap between the track unit and the prefabricated bridge deck and the assembly gap between the components in the track unit with materials, and install the motor reaction plate 4 after the filling materials meet the strength requirements.

[0065] 2), prefabricated bridge deck replacement method: B1, disassemble the motor reaction plate; B2, after disassembling the anchor nut in the anchor sink 2.3, remove the filling material between the prefabricated composite beam 1 and the prefabricated bridge deck 2 and between the anchor steel and the anchor through hole 2.4, and disassemble the prefabricated bridge deck 2 and the track unit 5 on the prefabricated bridge deck together; when the adjacent prefabricated bridge decks 2 are connected to form a whole through wet joints, each prefabricated bridge deck 2 on a prefabricated composite beam 1 needs to be disassembled together; when the adjacent prefabricated bridge decks 2 are connected through connecting steel plates and bolt assemblies, only the prefabricated bridge deck that needs to be replaced can be disassembled; B3, treat the assembly interface on the prefabricated composite beam 1 and the anchor steel, including removing the remaining filling material on the assembly interface and rusting and threading the anchor steel; B4, install a new prefabricated bridge deck 2, and adjust the position of the prefabricated bridge deck 2 by using the adjusting gap between the anchor steel and the anchor through hole 2.4 to complete the accurate positioning of the prefabricated bridge deck 2; B5, fill the gap between the prefabricated composite beam 1 and the prefabricated bridge deck 2 and the gap between the anchor steel and the anchor through hole 2.4 with materials, and tighten the anchor nut after the filling materials meet the strength requirements; B6, complete the connection between the adjacent two prefabricated bridge decks 2 in the longitudinal direction, so that the prefabricated bridge decks 2 form a whole; B7, install each track unit 5 in turn, and complete the accurate positioning and fastening of each track unit 5 by using the assembly gap between the components in the track unit 5 and the assembly gap between the track unit 5 and the prefabricated bridge deck 2; B8, fill the assembly gap between the track unit and the prefabricated bridge deck and the assembly gap between the components in the track unit with materials, and install the motor reaction plate 4 after the filling materials meet the strength requirements.

[0066] The above merely provides the preferred embodiments of the present application, and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the principles and technical scope of the present application shall fall into the scope of the present application.

Claims

1. A maglev track assembly integrating beam and track, characterized in that, include: The beam body includes a precast composite beam (1) and a precast bridge deck (2). Multiple precast bridge decks (2) are laid longitudinally on the precast composite beam (1), and adjacent precast bridge decks are fixedly connected. Anchorage through holes (2.4) are provided on the precast bridge deck (2), and anchorage steel bars for connecting with the precast bridge deck (2) are provided on the precast composite beam (1). The anchorage steel bars extend into the anchorage through holes (2.4) to achieve anchorage connection, and an adjustment gap is left between the two. Track unit (5): Multiple track units (5) are arranged longitudinally on both sides of the prefabricated bridge panel (2). The position of the track unit (5) on the prefabricated bridge panel (2) can be adjusted by the assembly gap between the components in the track unit (5) and the assembly gap between the track unit (5) and the prefabricated bridge panel (2). Motor reaction plate (4), motor reaction plates (4) are provided on both sides of the beam along the longitudinal direction, and the motor reaction plates (4) are set on multiple track units (5) on their respective sides.

2. The integrated beam-track maglev track assembly according to claim 1, characterized in that, The track unit (5) includes a track (5.1), a steel pad (5.2), a connector (5.3), and fixing bolts (5.4). The precast bridge deck (2) has longitudinally spaced mounting slots (2.1) on both sides. The track (5.1) is located on the lower surface of the precast bridge deck (2), and the steel pad (5.2) is located on the upper surface of the precast bridge deck (2). The motor reaction plate (4) is mounted on the steel pad (5.2). The connector (5.3) is fitted into the mounting slot (2.1) and has threaded holes on both its upper and lower sides. The track (5.1) and the steel pad (5.2) are both provided with mounting holes. The track (5.1) and the lower side of the connector (5.3) and the steel pad (5.2) and the upper side of the connector (5.3) are connected by fixing bolts (5.4). There is an assembly gap between the mounting hole and the fixing bolt (5.4).

3. The integrated beam-track maglev track assembly according to claim 2, characterized in that: The steel pad (5.2) and the track (5.1) are both provided with mounting holes 2. The precast bridge deck (2) is provided with limiting screw holes (2.2). The steel pad (5.2) and the precast bridge deck (2) and the track (5.1) and the precast bridge deck (2) are connected by limiting bolts (5.5). An assembly gap is left between the mounting holes 2 and the limiting bolts (5.5). Alternatively, both sides of the precast bridge deck (2) are provided with limiting grooves (2.7) on the upper and lower surfaces. The steel pad (5.2) is set in the limiting groove (2.7) on the upper surface, and the track (5.1) is set in the limiting groove (2.7) on the lower surface. The width of the limiting groove (2.7) on the upper surface is M mm larger than the width of the steel pad (5.2) to form an assembly gap, and the width of the limiting groove (2.7) on the lower surface is N mm larger than the width of the track (5.1) to form an assembly gap.

4. The integrated beam-track maglev track assembly according to claim 1, characterized in that, The precast bridge deck (2) is provided with an anchoring groove (2.3), the anchoring through hole (2.4) is provided in the anchoring groove (2.3), the outer surface of the anchoring steel bar is provided with external thread, and the anchoring steel bar is fastened with an anchoring nut after passing through the anchoring through hole (2.4).

5. The integrated beam-track maglev track assembly according to any one of claims 1-4, characterized in that, The precast composite beam (1) includes a composite web, end diaphragms (1.3) and intermediate diaphragms (1.4). Two composite webs are arranged in parallel and the ends of the two composite webs are connected by the end diaphragms (1.3). Multiple intermediate diaphragms (1.4) are arranged longitudinally between the two composite webs. The composite web, end diaphragms (1.3) and intermediate diaphragms (1.4) are all provided with anchoring steel bars for connecting with the precast bridge deck (2). The combined web includes a UHPC web (1.2) and a T-shaped steel beam (1.1) disposed below the UHPC web (1.2). The T-shaped steel beam (1.1) includes a steel base plate (1.11) and a steel web plate (1.10) disposed on the steel base plate (1.11). The upper edge of the steel web plate (1.10) is alternately provided with steel pins (1.9) and mortises (1.8) along the longitudinal direction. The steel pins (1.9) and mortises (1.8) are embedded in the concrete at the lower end of the UHPC web plate (1.2) and are connected to the web plate steel skeleton in the UHPC web plate (1.2).

6. The integrated beam-track maglev track assembly according to claim 5, characterized in that, The UHPC web (1.2) includes a web concrete layer and a web steel skeleton located in the web concrete layer; The web steel frame includes an upper open stirrup (1.5), a lower open stirrup (1.6), a web longitudinal reinforcement (1.7), and a bottom longitudinal reinforcement (1.12); the upper open stirrup (1.5) and the lower open stirrup (1.6) are alternately arranged along the longitudinal direction, the lower open stirrup (1.6) is arranged in a one-to-one correspondence with the steel pin (1.9), the steel pin (1.9) is inserted into the opening at the lower end of the lower open stirrup (1.6), the upper open stirrup (1.5) is arranged in a one-to-one correspondence with the mortise (1.8), and the lower end of the upper open stirrup (1.5) is placed in the mortise (1.8); Multiple longitudinal reinforcement bars (1.7) are arranged vertically at intervals inside the upper open stirrup (1.5) and lower open stirrup (1.6), and a single longitudinal reinforcement bar (1.7) passes longitudinally through the alternating upper open stirrup (1.5) and lower open stirrup (1.6). The bottom ends of each bottom-opening stirrup (1.6) are connected by bottom longitudinal steel bars (1.12) on both sides.

7. The integrated beam-track maglev track assembly according to claim 6, characterized in that, The upper end of the upper open stirrup (1.5) protrudes from the upper surface of the precast composite beam (1). The end diaphragm (1.3) and the middle diaphragm (1.4) are both provided with a diaphragm reinforcement skeleton. The diaphragm reinforcement skeleton is provided with vertical reinforcement protruding from the upper surface of the precast composite beam (1). The upper open stirrup (1.5) and the part of the vertical reinforcement protruding from the upper surface of the precast composite beam (1) serve as anchor reinforcement and are provided with external threads on the outer surface.

8. A construction method for a beam-track integrated maglev track assembly as described in any one of claims 1-7, characterized in that, include: S1. The precast composite beam (1) is hoisted onto the pier support and the position of the precast composite beam (1) is adjusted through the pier support. S2. Pre-assembly of precast bridge deck (2): The precast bridge deck (2) is assembled onto the precast composite beam (1) in sequence. After the anchoring steel bars on the precast composite beam (1) are inserted into the anchoring through hole (2.4), anchoring nuts are installed on the anchoring steel bars and the anchoring nuts are pre-tightened. S3. Adjust the position of all precast bridge panels (2) by using the adjustment gap between the anchoring steel bars and the anchoring through holes (2.4) to complete the precise positioning of each precast bridge panel (2); S4. Fill the gap between the precast composite beam (1) and the precast bridge deck (2) and the gap between the anchoring steel bar and the anchoring through hole (2.4) with material. After the filling material meets the strength requirements, tighten the anchoring nut. S5. Complete the connection between two adjacent prefabricated bridge panels (2) in the longitudinal direction, so that the prefabricated bridge panels (2) form a whole; S6. Install each track unit (5) in sequence, and use the assembly gap between the components in the track unit (5) and the assembly gap between the track unit (5) and the prefabricated bridge panel (2) to complete the precise positioning and fastening of each track unit (5) one by one; S7. Fill the assembly gap between the track unit (5) and the prefabricated bridge panel (2) and the assembly gap between the components in the track unit with materials. After the filling material meets the strength requirements, install the motor reaction plate (4).

9. A construction method for a beam-track integrated maglev track assembly as described in any one of claims 1-7, characterized in that, The length of the precast bridge deck (2) is an integer multiple of the length of the track unit (5), and the construction method includes: Q1. Install each track unit (5) on the prefabricated bridge panel (2) in the prefabrication plant, and use the assembly gap between the components in the track unit (5) and the assembly gap between the track unit (5) and the prefabricated bridge panel (2) to complete the precise positioning and fastening of each track unit (5) one by one. Q2. Fill the assembly gap between the track unit (5) and the precast bridge deck (2) and the assembly gap between the components in the track unit with materials. When the filling material meets the strength requirements, the track unit (5) is assembled. Q3. The precast composite beam (1) is hoisted onto the pier support and the position of the precast composite beam (1) is adjusted through the pier support. Q4. After installing the track unit (5), the precast bridge panel (2) is assembled onto the precast composite beam (1) in sequence. The position of all precast bridge panels (2) is adjusted by using the adjustment gap between the anchoring steel bar and the anchoring through hole (2.4) to complete the precise positioning of each precast bridge panel (2). Q5. Fill the gap between the precast composite beam (1) and the precast bridge deck (2) and the gap between the anchoring steel bar and the anchoring through hole (2.4) with material. After the filling material meets the strength requirements, use anchoring nuts to tighten the precast bridge deck (2). Q6. Complete the connection between two adjacent precast bridge panels (2) in the longitudinal direction so that the precast bridge panels (2) form a whole; Q7. Install the motor reaction plate (4).

10. A construction method for a beam-track integrated maglev track assembly as described in any one of claims 1-7, characterized in that, include: C1. The precast composite beam (1) is hoisted onto the pier support and the position of the precast composite beam (1) is adjusted through the pier support. C2. Pre-assembly of precast bridge deck (2): The precast bridge deck (2) is assembled onto the precast composite beam (1) in sequence. After the anchoring steel bars on the precast composite beam (1) are inserted into the anchoring through hole (2.4), anchoring nuts are installed on the anchoring steel bars and the anchoring nuts are pre-tightened. C3. Install each track unit (5) in sequence, and use the assembly gap between the components in the track unit (5), the assembly gap between the track unit (5) and the precast bridge deck (2), and the adjustment gap between the anchoring steel bar and the anchoring through hole (2.4) to complete the positioning and pre-tightening of each track unit (5) one by one; C4. Fill the gap between the precast composite beam (1) and the precast bridge deck (2) and the gap between the anchoring steel bar and the anchoring through hole (2.4) with material. After the filling material meets the strength requirements, tighten the anchoring nut. C5. Complete the connection between two adjacent precast bridge panels (2) in the longitudinal direction, so that the precast bridge panels (2) form a whole; C6. Check the positioning of each track unit (5) again. If there is a track unit that does not meet the positioning requirements, reposition it by using the assembly gap between the components in the track unit (5) and the assembly gap between the track unit (5) and the prefabricated bridge panel (2). If all track units (5) meet the positioning requirements, tighten each track unit (5) first, and then fill the assembly gap between the track unit (5) and the prefabricated bridge panel (2) and the assembly gap between the components in the track unit with materials. When the filling material meets the strength requirements, install the motor reaction plate (4).

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