High-speed magnetic levitation bridge with constant-conductance and telescopic beam rail structure

Abstract

The present application relates to high-speed maglev track technical field, especially relates to a kind of common guide high-speed maglev large-span bridge upper beam rail telescopic structure, comprising: two end track beams, two end track beams are respectively fixed on two adjacent main span beams;Adjusting beam system is arranged between two end track beams, and adjusting beam system is located above the bridge joint of main span beam, adjusting beam system includes multiple longitudinally arranged movable track beams, gap is provided between adjacent movable track beams, between movable track beam and end track beam;Hydraulic drive system, hydraulic drive system is used to drive multiple movable track beams longitudinal movement to adjust multiple beam gap. By setting movable track beam capable of longitudinal movement above the bridge joint of large-span bridge, the bridge joint of large-span bridge is shared into multiple beam gaps, the expansion and contraction amount change caused by temperature deformation of large-span bridge can be adapted, the track gap of bridge joint is avoided to be over-limit, the track smoothness is guaranteed, and the driving safety of maglev vehicle is ensured.

Description

Technical Field

[0001] This invention relates to the field of high-speed maglev track technology, and in particular to a telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge. Background Technology

[0002] The conventional high-speed maglev utilizes controllable levitation electromagnets and guide electromagnets to attract each other with track functional components to achieve levitation and guidance. The maglev vehicle is driven forward by a long stator linear motor laid on the track. There is no contact or friction between the vehicle and the track system during operation. The maximum design speed can reach 600 kilometers per hour. It has significant advantages such as high speed, low noise, low pollution, and strong climbing ability, and has good adaptability in long trunk lines.

[0003] High-speed maglev trains, characterized by small levitation gaps, require high track smoothness and typically employ medium-to-small span viaduct structures. The gaps between track components and stator cores in adjacent beams must be controlled within appropriate ranges to ensure the stability of the maglev vehicle when crossing bridges. When high-speed maglev trains are used on long trunk lines, they will inevitably encounter situations crossing rivers, deep valleys, and other special terrains, necessitating the use of long-span bridges. Due to temperature variations, the main span beams of long-span bridges experience significant expansion and contraction. Excessive gaps between the main span beams can lead to excessive clearances in the track components at these gaps, affecting track smoothness and threatening operational safety. Summary of the Invention

[0004] The purpose of this invention is to provide a telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge, addressing the problems in the background art.

[0005] In a first aspect, the present invention provides a telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge, comprising: Two end track beams, each of which is fixed to two adjacent main span beams; An adjusting beam system is provided between the two end track beams and is located above the bridge joint of the main span beam. The adjusting beam system includes multiple longitudinally arranged movable track beams, and beam joint gaps are provided between adjacent movable track beams and between the movable track beams and the end track beams. A hydraulic drive system is provided for driving the plurality of movable track beams to move longitudinally to adjust the gaps between the plurality of beams.

[0006] Preferably, the hydraulic drive system includes multiple hydraulic control devices, and each of the beam joint gaps is provided with a hydraulic control device; The hydraulic control device includes a hydraulic controller and a hydraulic telescopic rod, the hydraulic telescopic rod being connected to two adjacent movable track beams. Alternatively, the hydraulic telescopic rod is connected to the end track beam and the movable track beam located on the outside; The hydraulic controller is used to drive the hydraulic telescopic rod to extend and retract.

[0007] Preferably, the movable track beam is provided with a bracket on both sides, the bracket is installed on the main span beam, and the movable track beam can slide longitudinally relative to the bracket.

[0008] Preferably, the movable track beam includes a beam body, a track functional component is provided at the flange plate of the beam body, and trapezoidal sliding platforms are provided on both sides of the bottom of the beam body; The card holder has a first sliding plate on the side near the beam. The shape of the first sliding plate is adapted to the shape of the trapezoidal slide, and the first sliding plate slides in contact with the trapezoidal slide.

[0009] Preferably, it further includes a support platform disposed on the main span beam, the beam being slidably mounted on the support platform, and the bracket being fixedly connected to both ends of the support platform.

[0010] Preferably, the support platform includes a concrete platform and a support base, the support base is embedded in the concrete platform, a second sliding plate is laid on the top surface of the support base, the second sliding plate slides in contact with the bottom of the beam, and the clamp is bolted to both ends of the support base.

[0011] Preferably, the trapezoidal slide is further provided with a limiting stop at its end.

[0012] Preferably, the concrete platform is further provided with a pre-embedded sleeve, and a spiral track spike is connected to the pre-embedded sleeve; The card holder has a first through hole running vertically through it, and the spiral rail spike passes through the first through hole and is fixed to the card holder by a fastening nut.

[0013] Preferably, the system also includes a displacement sensor, which is disposed within the gap between the beam joints.

[0014] In a second aspect, the present invention provides a conventional high-speed maglev long-span bridge, comprising a plurality of continuously arranged main span beams and the beam-rail telescopic structure described in the present invention; The main span beam is also equipped with a mounting base, and the end track beam is fixedly connected to the mounting base. Compared with the prior art, the beneficial effects of the present invention are as follows: This invention discloses a telescopic structure for the upper beam and rail of a conventional high-speed maglev bridge. An end rail beam is fixed on each of two adjacent main span beams. Multiple longitudinally arranged movable rail beams are then positioned between the two end rail beams, with gaps between adjacent rail beams. A hydraulic drive system is used to drive the multiple movable rail beams to move longitudinally to adjust the gaps. In this embodiment, by setting longitudinally movable rail beams above the bridge gaps of the large span bridge, the bridge gaps are distributed across multiple gaps, adapting to the expansion and contraction caused by temperature deformation of the large span bridge. This avoids exceeding the limit of the rail gap at the bridge gap, ensures track smoothness, and effectively prevents excessively large bridge gaps from affecting the driving safety of the maglev vehicle. Attached Figure Description

[0015] Figure 1 This is an isometric view of the beam-rail telescopic structure of the present invention.

[0016] Figure 2 This is a top view of the beam-rail telescopic structure of the present invention.

[0017] Figure 3 This is a side view of the beam-rail telescopic structure of the present invention.

[0018] Figure 4 yes Figure 3 Sectional view at point AA.

[0019] Figure 5 This is a structural schematic diagram of the main span beam.

[0020] Figure 6 This is a schematic diagram of the movable track beam.

[0021] Figure 7 This is a schematic diagram of the end track beam.

[0022] Figure 8 This is a schematic diagram of the hydraulic control device.

[0023] Figure 9 This is a schematic diagram of the installation of the movable track beam.

[0024] Figure 10 This is a schematic diagram of the card slot structure.

[0025] Figure 11 This is a structural schematic diagram of the support base.

[0026] Figure 12 This is a schematic diagram of the spiral rail spike structure.

[0027] Figure 13 yes Figure 3 A magnified view of part B.

[0028] Figure 14 yes Figure 3A magnified view of part C.

[0029] Figure 15 This is a schematic diagram of the bridge joint before the changes.

[0030] Figure 16 This is a schematic diagram showing the changes to the bridge joint.

[0031] Marked in the image: 1-End track beam, 2-Moving track beam, 21-Beam body, 22-Trapezoidal slide, 23-Limiting stop, 24-Longitudinal reinforcing rib, 25-Horizontal reinforcing rib, 26-Vertical reinforcing rib. 3-Hydraulic control device, 31-Hydraulic controller, 32-Hydraulic telescopic rod, 33-Oil supply pipe, 34-Pin shaft, 4-Booth 41-First sliding plate, 42-First through hole, 43-Top plate of the card holder, 44-Bottom plate of the card holder, 45-Reinforcing rib, 5-bearing platform, 51-Concrete platform, 52-Support base, 53-Second slide plate, 54-Embedded sleeve, 55-Anchor bar, 56-Baffle, 57-Second through hole 6-Spiral rail spikes, 7-Tighten the nut, 8-Displacement sensor, 10-Beam joint gap, 20-Mounting base, 30-Hanging ear, 40-Protective Sleeve 100-Main Span Beam 200-Railway functional component. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to specific embodiments. However, this should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0033] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of the present invention is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the present invention or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on the present invention.

[0034] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," "parallel," and "coaxial" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, parallel, or coaxial. Slight tilt or deviation is permissible, as long as it does not affect the normal function of the relevant component. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," not that the structure must be perfectly horizontal; a slight tilt is acceptable. "Coaxial" means that two components are set as coaxially as possible, allowing them to move coaxially or approximately coaxially when their relative positions change. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," "parallel," or "coaxial" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. For example, the deviation in the "coaxial" direction is controlled within 0.2-1mm, preferably within 0.2-0.5mm. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the solution of the present invention.

[0035] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0036] Furthermore, in the description of the embodiments of the present invention, "several", "more than", and "a number of" represent at least two. The number can be any number, such as 2, 3, 4, 5, 6, 7, 8, or 9, and can even exceed nine.

[0037] Furthermore, in the description of the technical solution of this invention, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "provided with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0038] Example 1 like Figures 1-3 As shown, this embodiment discloses a telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge, comprising: Two end track beams 1 are fixed to two adjacent main span beams 100 respectively; An adjusting beam system is set between two end track beams 1 and is located in the area above the bridge joint of the main span beam 100. The adjusting beam system includes multiple longitudinally arranged movable track beams 2, and beam joint gaps 10 are provided between adjacent movable track beams 2 and between movable track beams 2 and end track beams 1. A hydraulic drive system is used to drive multiple movable track beams 2 to move longitudinally in order to adjust the gaps 10 between multiple beams.

[0039] In this embodiment of the beam-rail telescopic structure, an end rail beam 1 is fixed on each of two adjacent main span beams 100. Then, multiple longitudinally arranged movable rail beams 2 are set between the two end rail beams 1. There is a beam gap 10 between adjacent rail beams. A hydraulic drive system is used to drive the multiple movable rail beams 2 to move longitudinally to adjust the multiple beam gaps 10. In this embodiment, by setting the movable rail beams 2 that can move longitudinally above the bridge gap of the large span bridge, the bridge gap of the large span bridge is distributed to the beam gaps 10 of multiple rail beams. This can adapt to the expansion and contraction caused by the temperature deformation of the large span bridge, avoid the rail gap at the bridge gap from exceeding the limit, ensure the smoothness of the track, and effectively avoid the bridge gap of the large span bridge from being too large and affecting the driving safety of the maglev vehicle.

[0040] Maglev vehicles run on maglev tracks, which include several track functional components 200. These components are mounted on track beams, which are installed on the main span beams 100 of a long-span bridge. The main span beams 100 have gaps between them. During significant temperature changes, these gaps can easily widen beyond their limits. In this embodiment, track functional components 200 are laid on both the end track beams 1 and the movable track beams 2. By adjusting the gaps 10 between the track beams, the variation in the bridge gaps of the long-span bridge is evenly distributed among the gaps 10. This prevents the gaps in the main span beams 10 from widening excessively, which could lead to excessive gaps between adjacent track beams and consequently, excessive gaps in the track functional components 200. This effectively solves the problem of excessive gaps in the track functional components 200 caused by large expansion and contraction at the main span beam ends due to temperature variations in long-span bridges. This ensures the smoothness of the maglev track and guarantees the safe operation of the maglev vehicles.

[0041] Furthermore, such as Figure 1 , Figure 3 As shown, the active track beam 2, located in the middle position, spans the main span beam 100 of the bridge joint.

[0042] The movable track beam 2 at the middle position crosses the bridge joint of the main span beam 100, reducing the impact of the end bend of the main span beam 100 on the smoothness of the track functional component 200; Furthermore, the number of active track beams 2 is odd.

[0043] In this embodiment, the longitudinal direction refers to the length direction of the long-span bridge.

[0044] In this embodiment, the main span beam 100 refers to a beam with a span of 70 meters or more.

[0045] In one or more implementations, such as Figure 3 As shown, the hydraulic drive system includes multiple hydraulic control devices 3, and each beam joint gap 10 is equipped with a hydraulic control device 3. like Figure 8 As shown, the hydraulic control device 3 includes a hydraulic controller 31 and a hydraulic telescopic rod 32, which is connected to two adjacent movable track beams 2. Alternatively, the hydraulic telescopic rod 32 is connected to the end track beam 1 and the movable track beam 2 located on the outside; The hydraulic controller 31 is used to drive the hydraulic telescopic rod 32 to extend and retract.

[0046] Each beam joint gap 10 is equipped with a hydraulic control device 3, which controls the size of the beam joint gap 10 by extending and retracting the hydraulic telescopic rod 32, thereby realizing the adjustment of the beam joint gap 10. Furthermore, hydraulic drive can provide more stable driving force, avoid adjustment failure caused by concentrated bending moment, and improve the overall reliability of the structure.

[0047] In this embodiment, each beam joint gap 10 is equipped with a hydraulic control device 3. At the beam joint gap 10 between the end track beam 1 and the movable track beam 2, the hydraulic telescopic rod 32 is connected to the end track beam 1 and the movable track beam 2 located on the outside. At the beam gap 10 between two adjacent movable track beams 2, the hydraulic telescopic rod 32 is connected to the two adjacent movable track beams 2.

[0048] In this embodiment, as Figure 8 As shown, the hydraulic control device 3 also includes an oil supply pipe 33, and the hydraulic controller 31 is connected to the hydraulic telescopic rod 32 through the oil supply pipe 33.

[0049] Furthermore, a hydraulic controller 31 is installed between two adjacent movable track beams 2, and lifting lugs 30 are installed on the side of each movable track beam 2, such as... Figure 6 The two ends of the hydraulic telescopic rod 32 are respectively hinged to the two lifting lugs 30; Furthermore, hydraulic controllers 31 are installed on the end track beam 1 and the movable track beam 2 located on the outer side, and lifting lugs 30 are installed on the sides of both the movable track beam 2 and the end track beam 1, such as... Figure 6 , Figure 7 The two ends of the hydraulic telescopic rod 32 are respectively hinged to two lifting lugs 30; Furthermore, the hydraulic telescopic rod 32 is connected to the lifting lug 30 via a pin 34.

[0050] Preferably, the hydraulic telescopic rod 32 is a double piston rod hydraulic cylinder, with piston rods at both ends, which can extend and retract. Specifically, the two piston rods of the hydraulic telescopic rod 32 are respectively hinged to two lifting lugs 30.

[0051] In this embodiment, two adjacent track beams are connected by a hydraulic telescopic rod 32. Since the hydraulic telescopic rod 32 has high rigidity, it can ensure the longitudinal stability of the track beam.

[0052] In optional implementations, such as Figure 4 As shown, a hydraulic control device 3 is installed on both sides of each beam joint gap 10, that is, two hydraulic control devices 3 are installed at one beam joint gap 10, so that the moving track beam 2 moves more smoothly.

[0053] In one or more implementations, such as Figure 4 As shown, the movable track beam 2 is equipped with a mounting bracket 4 on both sides. The mounting bracket 4 is installed on the main span beam 100, and the movable track beam 2 can slide longitudinally relative to the mounting bracket 4, as shown. Figure 9 .

[0054] The mounting bracket 4 constrains the movable track beam 2 from both sides, preventing lateral displacement when the movable track beam 2 slides longitudinally.

[0055] Furthermore, such as Figure 6 As shown, the movable track beam 2 includes a beam body 21, a track functional component 200 is provided at the flange plate of the beam body 21, and trapezoidal slides 22 are provided on both sides of the bottom of the beam body 21. like Figure 10 As shown, the card holder 4 has a first sliding plate 41 on the side near the beam 21. The shape of the first sliding plate 41 is adapted to the shape of the trapezoidal slide table 22, and the first sliding plate 41 and the trapezoidal slide table 22 are in sliding contact.

[0056] Since the first slide plate 41 and the trapezoidal slide 22 are adapted to each other to ensure the movement direction of the trapezoidal slide 22, and further, the first slide plate 41 and the trapezoidal slide 22 slide in contact to ensure that the trapezoidal slide 22 can slide relative to the card seat 4.

[0057] Preferably, the material of the first skateboard 41 can be polytetrafluoroethylene.

[0058] In optional implementations, such as Figure 10 As shown, the card holder 4 includes a card holder top plate 43 and a card holder bottom plate 44, and the card holder top plate 43 and the card holder bottom plate 44 are connected by a plurality of vertically arranged reinforcing ribs 45. The first slide plate 41 is connected to the top plate 43 and the bottom plate 44 of the card seat, and is located on the side of the top plate 43 and the bottom plate 44 of the card seat close to the movable track beam 2; Furthermore, such as Figure 10 As shown, the first slide plate 41 is bent, with its upper part tilted towards the side closer to the movable track beam 2, so that the shape of the first slide plate 41 is adapted to the side of the trapezoidal slide table 22. Not only does the trapezoidal slide table 22 slide on the first slide plate 41, but the first slide plate 41 also acts as a guide groove to ensure that the moving direction of the trapezoidal slide table 22 does not deviate. Furthermore, such as Figure 10 As shown, it also includes a first through hole 42, which penetrates the card holder top plate 43 and the card holder bottom plate 44. That is, holes are provided on both the card holder top plate 43 and the card holder bottom plate 44, and a set of corresponding holes on the top and bottom constitutes a first through hole 42.

[0059] In optional implementations, such as Figure 5 As shown, it also includes a pier 5 set on the main span beam 100, the beam body 21 is slidably installed on the pier 5, and the bracket 4 is fixedly connected to both ends of the pier 5.

[0060] The mounting bracket 4 is fixedly connected to both ends of the support platform 5. The two mounting brackets 4 and the support platform 5 together provide sliding space for the beam 21 so that the movable track beam 2 can move longitudinally. Among them, the pier cap 5 is arranged along the length of the main span beam 100.

[0061] Furthermore, such as Figure 13 As shown, the foundation 5 includes a concrete platform 51 and a support base 52, with the support base 52 embedded in the concrete platform 51. like Figure 11 As shown, a second sliding plate 53 is laid on the top surface of the support base 52. The second sliding plate 53 slides in contact with the bottom of the beam 21, and the card seat 4 is bolted to both ends of the support base 52.

[0062] The concrete platform 51 provides a stable bearing foundation, and the top surface of the support base 52 is covered with a second sliding plate 53 to reduce sliding friction resistance so that the beam 21 can slide normally on the platform 5. The card holder 4 is bolted to both ends of the support base 52 to achieve a fixed connection between the card holder 4 and the base 5.

[0063] The second skateboard 53 is made of polytetrafluoroethylene.

[0064] Furthermore, the top surface of the support base 52 is flush with the top surface of the concrete platform 51.

[0065] In this embodiment, the first sliding plate 41 on the side of the card holder 4 and the second sliding plate 53 on the top surface of the support seat 52 together form the sliding space of the movable track beam 2. At the same time, the two card holders 4 located at both ends of the support seat 52 also limit the movable track beam 2 to prevent the movable track beam 2 from shifting left and right.

[0066] In optional implementations, such as Figure 11 As shown, an anchor bar 55 is welded to the bottom of the support base 52. A baffle 56 is connected to the end of the anchor bar 55 away from the support base 52. The anchor bar 55 and the baffle 56 are embedded inside the concrete platform 51.

[0067] Furthermore, the support base 52 is also provided with multiple second through holes 57.

[0068] In optional implementations, such as Figure 13 As shown, a pre-embedded sleeve 54 is also provided inside the concrete platform 51, and a spiral rail spike 6 is connected to the pre-embedded sleeve 54. The card holder 4 has a first through hole 42 that extends vertically, and the spiral rail spike 6 passes through the first through hole 42 and is fixed to the card holder 4 by a fastening nut 7. The embedded sleeve 54 is firmly connected to the concrete platform 51. The spiral road spike 6 is fixed to the sleeve through a threaded connection. With the tightening force of the fastening nut 7, the vibration and loosening resistance of the bracket 4 is greatly improved, ensuring that the bracket 4 does not loosen.

[0069] In an optional embodiment, the pre-embedded sleeve 54 is connected to the bottom of the support base 52, and the pre-embedded sleeve 54 is located at the second through hole 57; Specifically, the diameters of the first through hole 42 and the second through hole 57 are larger than the diameter of the spiral spike 6. One end of the spiral spike 6 passes through the first through hole 42 and the second through hole 57 and rotates, causing the spiral spike 6 to be threaded into the pre-embedded sleeve 54. The other end of the spiral spike 6 is fixed to the retainer 4 by a fastening nut 7 and a washer. Figure 13 .

[0070] Preferably, such as Figure 12 As shown, a protective sleeve 40 is fitted onto one end of the spiral rail spike 6 located in the mounting base 4. The diameter of the protective sleeve 40 is smaller than the diameter of the first through hole 42 and the second through hole 57. The protective sleeve 40 protects the rod section of the spiral rail spike 6 located in the mounting base 4.

[0071] In optional implementations, such as Figure 6 As shown, the trapezoidal slide 22 is also provided with a limiting stop 23 at its end. To prevent the longitudinal sliding distance of the movable track beam 2 from being too large and exceeding the limit in the event of a fault, the limiting stop 23 is located inside the concrete platform 51. When a fault occurs, the limiting stop 23 and the concrete platform 51 abut against each other to restrict the movable track beam 2 from continuing to move.

[0072] In one or more implementations, such as Figure 6 As shown, the movable track beam 2 includes a beam body 21, a trapezoidal slide 22, and a limiting stop 23. The trapezoidal slide 22 is connected to both sides of the bottom of the beam body 21, and the limiting stop 23 is connected to the side of the bottom surface of the trapezoidal slide 22 near the end. Track functional component 200 is installed at the flange plate of beam 21; The lifting lug 30 is connected to the side of the beam 21; The beam 21 is provided with longitudinal reinforcing ribs 24, horizontal reinforcing ribs 25 and vertical reinforcing ribs 26 at its ends to increase the strength of the beam 21 ends and reduce the deformation effect of the beam 21 ends under longitudinal force.

[0073] like Figure 15 , Figure 16 As shown, assuming the bridge joint spacing of the long-span bridge is L2 and the beam joint gap 10 of the track beam is L1, and the expansion and contraction of the bridge joint spacing is d, the beam-rail expansion and contraction structure of the present invention distributes the expansion and contraction d evenly to multiple beam joint gaps 10, that is, each beam joint gap 10 increases by Δd, so as to avoid the problem that the gap of a certain beam joint gap 10 becomes too large after the bridge joint of the main span beam 100 expands, causing the gap of the adjacent track functional components 200 to exceed the limit.

[0074] In an optional embodiment, the end track beam 1 is a concrete structure.

[0075] In an optional implementation, the movable track beam 2 is a steel beam structure.

[0076] In an optional embodiment, the track functional component 200 consists of a sliding plate, a guide plate, a long stator assembly, and fasteners, providing the maglev vehicle with three important functional surfaces: a sliding surface, a guide surface, and a stator surface, which bear and transmit the levitation force, guiding force, and driving force generated by the maglev system.

[0077] Example 2 Based on Embodiment 1, this embodiment discloses a telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge, which also includes a displacement sensor 8, which is installed in the beam gap 10.

[0078] The displacement sensor 8 monitors the changes in the beam joint gap 10 and transmits the data to the corresponding hydraulic controller 31. The hydraulic controller 31 controls the extension and retraction of the hydraulic telescopic rod 32 according to the changes in the beam joint gap 10, so as to realize the controllability and adjustability of the beam joint gap 10.

[0079] Preferably, the displacement sensor 8 includes a wire displacement sensor, a laser displacement sensor, etc.

[0080] In an optional implementation, multiple displacement sensors 8 are included, with one displacement sensor 8 installed within each beam joint gap 10, such as... Figure 14 As shown, this is used to collect distance information of each beam joint gap 10 in real time; The main control device is used to receive the distance information corresponding to each beam joint gap 10, and control the extension and retraction of the corresponding hydraulic telescopic rod 32 according to each distance information until the deviation value of multiple distance information is within the design allowable range.

[0081] Distance information of beam joint gap 10 is collected by displacement sensor 8, and then the distance information corresponding to multiple beam joint gaps 10 is transmitted to the main control device. The main control device controls the extension and retraction of the corresponding hydraulic telescopic rod 32 according to each distance information to make real-time adjustment of each beam joint gap 10 until the deviation value of multiple distance information is within the design allowable range, so that each beam joint gap 10 is nearly equal, thereby distributing the bridge joint variation evenly to each beam joint gap 10 and ensuring the stability of the maglev train when passing through.

[0082] The main control device includes a signal acquisition module, a control unit module, an output module, and a human-machine interface module. The signal acquisition module receives distance information signals from all displacement sensors 8 and transmits them to the control unit module. The control unit module collects these distance information signals to calculate the deviation of each beam joint gap 10 and generates corresponding control commands (such as the extension / retraction direction and stroke of the hydraulic telescopic rod 32) based on the deviation value, adapting to the synchronous adjustment of multiple beam joint gaps 10. The output module adjusts the extension / retraction amount and direction of the hydraulic telescopic rod 32. The human-machine interface module includes a touchscreen, indicator lights, buttons, and other components, displaying the current value, adjustment status, and fault information of each beam joint gap 10 in real time, facilitating on-site operation and status monitoring. The signal acquisition module includes: signal interface circuit, filtering circuit, analog-to-digital converter (A / D) chip, calibration and isolation circuit, and signal amplification circuit, etc. The control unit module includes: Main control chip: such as industrial-grade MCU (such as STM32H7 series) or small PLC core module (such as Siemens S7-1200CPU), supporting multi-channel parallel data processing; Storage unit: FLASH flash memory (stores control program and parameter configuration) + SRAM random access memory (stores real-time gap data and intermediate values ​​for calculation); Auxiliary circuits and expansion interfaces, etc.; The output module includes: power amplifier circuit, actuator drive circuit (solenoid valve drive chip, such as ULN2003, to control the on / off state of solenoid directional valves and proportional valves in the hydraulic system), relay / solid-state relay and feedback detection circuit, etc. The human-machine interaction module includes: a display unit (industrial-grade touch screen), an input unit (physical buttons or touch buttons), an audible and visual alarm unit (buzzer, warning light, etc., which triggers an audible and visual alarm when the gap exceeds the limit), and a status indicator unit (such as a three-color LED light, green - running, yellow - warning, red - fault).

[0083] Example 3 Based on Embodiment 1, this embodiment discloses a conventional high-speed maglev long-span bridge, including a main span beam 100 and a beam-rail telescopic structure as in Embodiment 1 or Embodiment 2; The main span beam 100 is also equipped with a mounting base 20, and the end track beam 1 is fixedly connected to the mounting base 20.

[0084] Furthermore, the conventional high-speed maglev long-span bridge in this embodiment also includes ordinary beams, on which conventional track beams are installed, and the conventional track beams are connected to the end track beams 1. The track functional components 200 are continuously laid on the conventional track beams, the end track beams 1 and the movable track beams 2.

[0085] In this implementation, the normal-conducting high-speed maglev long-span bridge consists of a main span beam 100 and ordinary beams. There is a bridge joint between two adjacent main span beams 100, and the ordinary beams are connected to one end of the main span beam 100. An end track beam 1 and a movable track beam 2 are provided on two adjacent main span beams 100. The two end track beams 1 are fixed on the two adjacent main span beams 100 respectively. The movable track beam 2 is provided between the two end track beams 1. The movable track beam 2 located in the middle spans the bridge joint of the main span beam 100. A conventional track beam is installed on the ordinary beam, and the conventional track beam is connected to the end of the end track beam 1 away from the movable track beam 2. When the main span beam 100 experiences a large temperature change, causing the bridge gap to widen, the hydraulic control device 3 is used to adjust the gap 10 between the end track beam 1 and the movable track beam 2, and between adjacent movable track beams 2, to prevent the bridge gap of the main span beam 10 from widening and causing the gap 10 of a certain beam to become too large, resulting in the gap between adjacent track beams exceeding the limit.

[0086] In an optional implementation, the conventional track beam is a concrete structure.

[0087] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge, characterized in that, include: Two end track beams (1), the two end track beams (1) are respectively fixed on two adjacent main span beams (100); An adjusting beam system is provided between the two end track beams (1) and the adjusting beam system is located above the bridge joint of the main span beam (100). The adjusting beam system includes a plurality of longitudinally arranged movable track beams (2). There are beam joint gaps (10) between adjacent movable track beams (2) and between the movable track beams (2) and the end track beams (1). A hydraulic drive system is used to drive the plurality of movable track beams (2) to move longitudinally to adjust the plurality of beam gaps (10). The hydraulic drive system includes multiple hydraulic control devices (3), and each of the beam joint gaps (10) is provided with a hydraulic control device (3). The hydraulic control device (3) includes a hydraulic controller (31) and a hydraulic telescopic rod (32), the hydraulic telescopic rod (32) being connected to two adjacent movable track beams (2). Alternatively, the hydraulic telescopic rod (32) is connected to the end track beam (1) and the movable track beam (2) located on the outside; The hydraulic controller (31) is used to drive the hydraulic telescopic rod (32) to extend or retract; It also includes multiple displacement sensors (8), with one displacement sensor (8) provided in each beam joint gap (10). The displacement sensors (8) monitor the changes in the beam joint gap (10) and transmit the data to the corresponding hydraulic controller (31). The hydraulic controller (31) controls the extension and retraction of the hydraulic telescopic rod (32) according to the changes in the beam joint gap (10). It also includes a main control device for receiving distance information corresponding to each of the beam joint gaps (10) and controlling the extension and retraction of the corresponding hydraulic telescopic rod (32) according to each of the distance information until the deviation values ​​of the multiple distance information are within the design allowable range.

2. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 1, characterized in that, The movable track beam (2) is provided with a card seat (4) on both sides. The card seat (4) is installed on the main span beam (100). The movable track beam (2) can slide longitudinally relative to the card seat (4).

3. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 2, characterized in that, The movable track beam (2) includes a beam body (21), a track functional component (200) is provided at the flange plate of the beam body (21), and trapezoidal slides (22) are provided on both sides of the bottom of the beam body (21). The card holder (4) has a first sliding plate (41) on the side near the beam (21). The shape of the first sliding plate (41) is adapted to the shape of the trapezoidal slide (22). The first sliding plate (41) and the trapezoidal slide (22) slide in contact.

4. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 3, characterized in that, It also includes a pedestal (5) set on the main span beam (100), the beam body (21) is slidably installed on the pedestal (5), and the bracket (4) is fixedly connected to both ends of the pedestal (5).

5. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 4, characterized in that, The support platform (5) includes a concrete platform (51) and a support base (52). The support base (52) is embedded in the concrete platform (51). A second sliding plate (53) is laid on the top surface of the support base (52). The second sliding plate (53) slides in contact with the bottom of the beam (21). The card seat (4) is bolted to both ends of the support base (52).

6. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 5, characterized in that, The concrete platform (51) is also provided with a pre-embedded sleeve (54), and a spiral rail spike (6) is connected to the pre-embedded sleeve (54). The card holder (4) has a first through hole (42) that runs vertically through it. The spiral rail spike (6) passes through the first through hole (42) and is fixed to the card holder (4) by a fastening nut (7).

7. The telescopic structure for the upper beam and rail of a conventional high-speed maglev long-span bridge according to claim 3, characterized in that, The trapezoidal slide (22) is also provided with a limiting stop (23) at its end.

8. A conventional high-speed maglev long-span bridge, characterized in that, Includes a main span beam (100) and a beam-rail telescopic structure as described in any one of claims 1-7; The main span beam (100) is also provided with a mounting base (20), and the end track beam (1) is fixedly connected to the mounting base (20).

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