Spring damping flexible transition structure of layered magnetic levitation track beam and working method thereof

Abstract

The application provides a layered magnetic suspension track beam spring damping flexible transition structure and a working method thereof, and belongs to the technical field of magnetic suspension track beam structure, and comprises an overhead adjusting hole position, a connecting key, a functional part, an upper track beam, a spring damping unit and a lower track beam, the upper track beam is arranged directly above the lower track beam, the connecting key is fixedly arranged at the left and right ends of the upper track beam, the functional part is connected with the upper track beam through the connecting key, a plurality of mounting stations of the spring damping unit are arranged between the upper track beam and the lower track beam along the length direction of the beam, and the mounting stations are arranged at intervals along the length direction from the starting end of the upper track beam to the terminal end; at each mounting station, two spring damping units are arranged in a left-right symmetrical mode with the central axis of the upper track beam and the lower track beam as the symmetrical axis, and a plurality of overhead adjusting hole positions are arranged on the upper surface of the upper track beam. The application has the advantages of linear controllability, small vibration, low cost, convenient maintenance and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of magnetic levitation transportation track beam structure, and particularly relates to a layered magnetic levitation track beam spring damping flexible transition structure and a working method thereof. BACKGROUND

[0002] At present, the magnetic levitation transportation system has significant advantages in speed, comfort and maintainability due to its non-contact operation characteristics. As a key scheme to adapt to transportation, erection and line layout requirements, the segmented design of the track beam has become an important research direction of the magnetic levitation track structure. However, the existing track beam structure and supporting technology still have obvious limitations in the linear control and vibration suppression of the two-span joints or segment connection parts, and it is difficult to balance the structural adaptability, operation smoothness and life cycle economy.

[0003] Chinese patent application with publication number CN121066005A discloses a superconducting magnetic levitation U-shaped track beam and a preparation method thereof. The number of joints is reduced through the one-piece design of the track beam segments, and the track smoothness is improved to a certain extent. However, the core optimization of this scheme is focused on the forming process and cross-section structure design, and the connection between the segments is still mainly rigid splicing, lacking a flexible adjustment mechanism for the corner or splicing part between the adjacent two spans. On the one hand, during long-term operation, the track beam is prone to irreversible deformation due to the influence of concrete creep, uneven foundation settlement and repeated train loads, resulting in discontinuous corners at the adjacent two spans or splicing parts, and the one-piece rigid structure cannot be dynamically corrected. On the other hand, the stiffness optimization depends on the cross-section size and reinforcement design, and if further vibration suppression is required, the beam weight needs to be increased, which not only increases the engineering cost, but also makes it difficult to match the dynamic changes of different operating speeds and load conditions.

[0004] Chinese patent application with publication number CN118418746A discloses a magnetic levitation train suspension control method and device and storage medium. By constructing a track irregularity model and combining a tube model predictive control algorithm, the suspension current is adjusted in real time to compensate for the influence of track disturbance. However, this scheme belongs to the optimization of the control system, and has essential limitations. Firstly, the optimization effect completely depends on the sensor detection accuracy, model fitting degree and hardware response speed, and cannot eliminate the rigid impact and linear mutation at the corner joint between the adjacent two spans from the structure itself. When the track appears irreversible corner deformation, the adjustment space of the control algorithm will be significantly limited. Secondly, this method does not involve the essential improvement of the track beam structure, lacks a dissipation mechanism for the vibration energy at the joint, and it is difficult to reduce vibration transmission from the root through current adjustment. Long-term operation may still affect the ride comfort and structural fatigue life.

[0005] In addition, the traditional optimization idea in the field of existing track beams either offsets deflection by applying pre-camber (but the pre-camber value is set once in the production stage and cannot be adjusted later), or suppresses deformation by increasing the cross-sectional stiffness (but leads to an increase in the structure's self-weight and a decrease in economy), and both of them are difficult to solve the dual demands of "linear dynamic controllability" and "vibration effective suppression" at the corner joint between two adjacent spans.

[0006] In summary, in the prior art, although the rigid track beam structure can reduce the number of joints, it lacks flexible adjustment ability in the whole life cycle and cannot cope with deformation accumulation after long-term operation; and the optimization scheme based on control algorithm can only passively compensate for disturbances and is difficult to eliminate rigid impact from the structure level. The existing technology has obvious contradictions between "linear self-adaptive adjustment of the structure itself" and "active dissipation of vibration energy", and there is an urgent need for a technical solution that starts from the design of the track beam structure, dynamically matches the operating conditions, and takes into account the smoothness and economy. SUMMARY

[0007] The purpose of the present application is to provide a layered magnetic levitation track beam spring damping flexible transition structure and its working method, which can overcome the defects of the prior art such as lack of flexible adjustment of rigid connection, dependence on increasing beam self-weight for vibration suppression, and inability to dynamically correct linear deviation, solve the contradictions in flexible adjustment, vibration suppression, economy and maintainability of the prior art, and have the advantages of linear controllability, small vibration, cost optimization, convenient maintenance and the like. It provides an efficient technical solution for layered design of magnetic levitation track beams.

[0008] To achieve the above purpose, the present application provides the following technical solutions:

[0009] The application discloses a spring damping flexible transition structure of a layered magnetic suspension track beam, which comprises an overhead adjusting hole, a connecting key, a functional part, an upper track beam, a spring damping unit and a lower track beam, the upper track beam is arranged directly above the lower track beam, the connecting key is fixedly arranged at the left and right ends of the upper track beam, the functional part is connected with the upper track beam through the connecting key, a plurality of mounting stations of the spring damping unit are arranged between the upper track beam and the lower track beam along the length direction of the beam, and the mounting stations are arranged at intervals along the length direction from the starting end to the terminal end of the upper track beam; at each mounting station, two spring damping units are arranged in a left-right symmetry mode with the central axis of the upper track beam and the lower track beam as a symmetry axis, a plurality of overhead adjusting holes are formed in the upper surface of the upper track beam, each overhead adjusting hole is vertically corresponding to each spring damping unit, each spring damping unit is detachably connected with the upper track beam and the lower track beam, the spring damping unit is used for providing elastic recovery force and damping energy dissipation effect on the relative vertical displacement between the upper track beam and the lower track beam and the angular deformation between two adjacent beam spans when a train passes, so that the flexible transition support between the upper track beam and the lower track beam is formed, and the angular change of the joint between the two adjacent beam spans is continuous and the deformation is controllable.

[0010] Further, the spring damping unit comprises a top fixed hinge support, a bottom fixed hinge support, a spring element, a damping element and a height adjusting assembly, the spring element and the damping element are connected, the spring element and the damping element are arranged in the middle part of the spring damping unit, the top fixed hinge support is arranged at the top of the spring damping unit, the bottom fixed hinge support is arranged at the bottom of the spring damping unit, the spring damping unit is connected with the upper track beam through the top fixed hinge support, the spring damping unit is connected with the lower track beam through the bottom fixed hinge support, the height adjusting assembly is threadedly connected with the top fixed hinge support and the bottom fixed hinge support, the working end of the height adjusting assembly is in abutment with the end part of the spring element, and the number of the spring damping units is ten.

[0011] Further, the upper track beam and the lower track beam are respectively provided with mounting slots matched with the number of the spring damping units for mounting the top fixed hinge supports or the bottom fixed hinge supports, the top fixed hinge supports and the bottom fixed hinge supports are arranged in the corresponding mounting slots, and the top fixed hinge supports and the bottom fixed hinge supports are provided with corresponding hole positions, so that the height adjusting assembly can pass through the hole positions and adjust the mounting height and the initial stress state of the spring damping unit, and the step-by-step or continuous adjustment of the spring damping unit is realized.

[0012] Further, the top fixed hinge support and the bottom fixed hinge support are respectively fixed on the corresponding mounting slots of the upper track beam and the lower track beam through welding connection, and the top fixed hinge support and the bottom fixed hinge support can be replaced by a spherical hinge support or a sliding support to allow small rotation and displacement, reduce local stress concentration, and realize flexible force transmission.

[0013] Further, the spring element is a spiral compression spring or other equivalent elastic element, and the damping element is a friction damper. By replacing or adjusting the stiffness coefficient, damping coefficient and working stroke of the spring element and the damping element, different line conditions, maglev train load levels and operating speeds can be matched.

[0014] Further, the height adjustment assembly is arranged inside the spring damping unit, and the height adjustment assembly is a threaded adjusting screw, a wedge block or a gasket group with variable thickness. The height adjustment assembly changes the initial compression amount and working position of the spring element by rotation, sliding or increasing or decreasing the thickness of the gasket.

[0015] Further, the height adjustment assembly is a threaded adjusting screw or a wedge block, which is arranged vertically and communicates with the overhead adjustment hole.

[0016] Further, the top fixed hinge support and the bottom fixed hinge support are respectively fixed on the corresponding mounting slots of the upper track beam and the lower track beam through welding connection, and the top fixed hinge support and the bottom fixed hinge support can be replaced by a spherical hinge support or a sliding support to allow small rotation and displacement, reduce local stress concentration, and realize flexible force transmission.

[0017] Further, the upper track beam and the lower track beam match the track beam system of the existing maglev line in overall shape, structure size and bearing mode, so that the layered track beam can directly replace or embed the track beam position of the existing maglev line without changing the arrangement form of the existing line support, the structure form of the bridge and the arrangement conditions of the auxiliary facilities. By adjusting the stiffness distribution and damping parameters of each spring damping unit, the active adaptation of the beam body dynamic response under different operating conditions is realized, and the angle amplitude and vibration acceleration of the adjacent two cross joints in the middle region are effectively reduced without significantly increasing the beam body weight and the overall structure height.

[0018] A working method of a spring damping flexible transition structure of a layered maglev track beam, comprising the following steps:

[0019] Step S1. According to the line design parameters, train load and operating speed, the stiffness and damping parameters of the spring damping unit are selected, the upper and lower track beams are layered in the middle region, and the setting position of the spring damping unit is determined along the beam length direction.

[0020] Step S2. Ten spring damping units are installed, pre-adjusted through the height adjustment assembly and the overhead adjustment hole position, and the initial linear deviation from the design value is ensured within the allowable range.

[0021] Step S3. In the train test run stage, displacement sensors, acceleration sensors and strain gauges are arranged near the middle region connection section, real-time collection of vertical displacement, angular deformation and dynamic response data is realized, peak and average values under multiple train passing conditions are recorded, and comparison and analysis are made with the design index.

[0022] Step S4. According to the measured data, the pre-tightening force, installation height or damping coefficient of the spring damping unit is adjusted online through the overhead adjustment hole position, and the matching of each damping unit is optimized.

[0023] Step S5. In normal operation, the spring damping unit provides elastic restoring force and damping energy dissipation in the vertical and angular directions when the train passes, so that the angular change of the middle region connection section is continuous and the deformation is controllable, and the vibration peak and stiffness mutation are reduced.

[0024] Step S6. The structure state is monitored regularly by combining sensor data with manual inspection, and the parameters are adjusted if necessary to ensure long-term stable operation of the structure.

[0025] Advantages of the application:

[0026] 1. A comprehensive flexible constraint system is constructed, which breaks through the limitations of traditional track beam splicing. Through ten spring damping units and height adjustment assemblies, elastic recovery and damping energy dissipation support can be provided in real time, the deformation accumulation problem after long-term operation is solved, and the angular discontinuity of adjacent two-span beams is avoided.

[0027] 2. Lightweight design with economy. Without significantly increasing the beam height, by optimizing the spring damping arrangement and parameter matching, the structure stress and vibration are reduced, different operating conditions are adapted, and the construction and operation and maintenance costs are reduced.

[0028] 3. More fundamental and stable vibration suppression. From the structural level, an energy dissipation mechanism is designed, the spring provides restoring force, and the damping element absorbs vibration energy, which reduces the rigid impact trend and improves the running stability and comfort from the structural level. The effect does not depend on external control systems.

[0029] 4. Strong maintainability in the whole life cycle. Through the overhead adjustment hole position, maintenance, adjustment and component replacement can be completed without disassembling the structure, which reduces the maintenance difficulty and cost and prolongs the service life of the structure.

[0030] 5、Adaptability wide compatibility. Modular design and flexible adjustment mechanism, can meet different maglev line demand, can also play a role in complex scenes such as curved, large span, wide range of application. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 For the overall assembly of the spring damping flexible transition structure of the application;

[0032] Figure 2 For the cross-sectional structure of the spring damping unit of the application;

[0033] Figure 3 For the installation position of the spring damping unit on the lower track beam;

[0034] Figure 4 For the schematic diagram of the top adjusting hole arrangement of the application;

[0035] In the figure: 1, top adjusting hole, 2, connecting key, 3, functional part, 4, upper track beam, 5, spring damping unit, 6, lower track beam. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical scheme and advantages of the embodiments of the application clearer, the technical scheme in the embodiments of the application will be described clearly and completely below in conjunction with the drawings in the embodiments of the application. Obviously, the described embodiments are part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the application. Therefore, the following detailed description of the embodiments of the application provided in the drawings is not intended to limit the scope of the claimed application, but only to represent selected embodiments of the application.

[0037] As Figures 1-2As shown, a spring damping flexible transition structure of a layered magnetic levitation track beam comprises an overhead adjusting hole 1, a connecting key 2, a functional part 3, an upper track beam 4, a spring damping unit 5 and a lower track beam 6. The upper track beam 4 is arranged directly above the lower track beam 6, and the connecting key 2 is fixedly arranged at the left and right ends of the upper track beam 4. The functional part 3 is connected with the upper track beam 4 through the connecting key 2. A plurality of installation stations of the spring damping unit 5 are arranged between the upper track beam 4 and the lower track beam 6 along the beam length direction. Each installation station is arranged at intervals along the length direction from the starting end to the terminal end of the upper track beam 4. At each installation station, two spring damping units 5 are arranged symmetrically on both sides of the central axis of the upper track beam 4 and the lower track beam 6 as the symmetry axis. A plurality of overhead adjusting holes 1 are arranged on the upper surface of the upper track beam 4. Each overhead adjusting hole 1 corresponds to each spring damping unit 5 longitudinally. Each spring damping unit 5 is detachably connected with the upper track beam 4 and the lower track beam 6. The spring damping unit 5 provides elastic recovery force and damping energy dissipation for the relative vertical displacement between the upper track beam 4 and the lower track beam 6 and the angular deformation between adjacent two span beams when the train passes, so as to form a flexible transition support between the upper track beam 4 and the lower track beam 6, and make the angular change between the joints of adjacent two span beams continuous and the deformation controllable.

[0038] The track beam assembly adopts a prefabricated structure. According to the line span and transportation erection requirements, the original track beam is layered in the middle region along the horizontal direction to form the upper track beam 4 and the lower track beam 6. The connection interface between the upper track beam 4 and the lower track beam 6 is precisely processed to ensure the flatness and fit of the connection surface, and to provide a reliable basis for the installation of the spring damping unit 5. Under the premise of not significantly increasing the self weight and overall height of the beam body, sufficient installation space is reserved between the upper track beam 4 and the lower track beam 6, and the structure design is strengthened at the horizontal cross section to ensure that the shear force, bending moment and vibration load generated when the train passes can be borne. In order to improve the connection strength and stability, the horizontal cross section of the upper track beam 4 and the lower track beam 6 is provided with a steel connecting plate and other reinforcing components. The steel connecting plate and other reinforcing components are reliably combined with the two-layer track beam structure through pre-buried anchoring or one-piece forming, and an adaptive installation slot is reserved for installing and fixing the hinged support.

[0039] A plurality of installation stations are arranged at intervals along the beam length direction of the upper track beam 4 and the lower track beam 6, and each installation station is arranged at intervals along the length direction from the starting end to the terminal end of the upper track beam 4, so as to form a flexible transition support arranged in sections in the beam length direction and symmetrically arranged on both sides in the transverse direction. Under the action of train load, the flexible transition support jointly bears the shear force and bending moment and provides adjustable vertical stiffness, angular stiffness and bending-torsion collaborative control, so as to make the angular change between adjacent two track beams continuous and the deformation controllable, and avoid the occurrence of corner and rigid impact.

[0040] As shown inFigures 2-3 As shown, ten spring damping units 5 are arranged according to design requirements, and the core follows the arrangement principle of "equidistant along the beam length direction, and symmetry along the transverse central axis". Along the beam length direction of the track beam, five installation stations are arranged, which correspond to the positions between the upper track beam 4 and the lower track beam 6 under different stresses, to ensure balanced stress. The five installation stations form a full-range flexible constraint system covering the vertical, corner and bending-torsion directions, which can collaboratively bear the relative vertical displacement and corner deformation of the upper track beam 4 and the lower track beam 6 under the action of train load, and ensure the transition continuity between adjacent two track beams.

[0041] As a preferred embodiment of the present application, the spring damping unit 5 comprises a top fixed hinge support, a bottom fixed hinge support, a spring element, a damping element and a height adjustment assembly, the spring element and the damping element are connected, the spring element and the damping element are arranged in the middle of the spring damping unit 5, the top fixed hinge support is arranged at the top of the spring damping unit 5, the bottom fixed hinge support is arranged at the bottom of the spring damping unit 5, the spring damping unit 5 is connected with the upper track beam 4 through the top fixed hinge support, the spring damping unit 5 is connected with the lower track beam 6 through the bottom fixed hinge support, the height adjustment assembly is threadedly connected with the top fixed hinge support and the bottom fixed hinge support, the working end of the height adjustment assembly abuts against the end of the spring element, and the number of the spring damping unit 5 is ten. The height adjustment assembly is used for adjusting the initial compression amount of the spring element, and provides a basis for subsequent linear correction and parameter optimization.

[0042] The top fixed hinge support and the bottom fixed hinge support are both processed from metal materials with suitable strength, and are fixed on the corresponding installation positions of the upper track beam 4 and the lower track beam 6 by welding, to ensure the firmness and durability of the connection.

[0043] As a preferred embodiment of the present application, the upper track beam 4 and the lower track beam 6 are respectively provided with installation notches for installing the top fixed hinge support or the bottom fixed hinge support, which are matched with the number of the spring damping units 5, the top fixed hinge support and the bottom fixed hinge support are arranged in the corresponding installation notches, and the top fixed hinge support and the bottom fixed hinge support are provided with corresponding hole positions, so that the height adjustment assembly can pass through the hole positions to adjust the installation height and the initial stress state of the spring damping unit 5, and realize the stepwise or continuous adjustment of the spring damping unit 5.

[0044] As a preferred embodiment of the present application, the top view adjustment hole 1 is in communication with the top fixed hinge support and the corresponding spring damping unit 5, and by inserting the height adjustment assembly into the top view adjustment hole 1, the installation height and pre-tightening force of the spring damping unit 5 can be maintained and adjusted. A detachable cover plate is arranged at the aperture of the top view adjustment hole 1, which is used to close the aperture and ensure the integrity and protection performance of the upper surface of the upper track beam 4 during daily operation.

[0045] The staff can insert special tools into the top view adjustment hole 1 to conveniently maintain and adjust the installation height and pre-tightening force of each spring damping unit 5 without disassembling the main structure of the upper track beam 4. A detachable cover plate is arranged at the aperture of the top view adjustment hole 1, which can close the aperture during daily operation to ensure the integrity and protection performance of the upper surface of the upper track beam 4, prevent rainwater and debris from entering the interior and affecting the operation of the structure, and achieve one-to-one longitudinal correspondence between the top view adjustment hole 1 and each spring damping unit 5, which can realize the individual adjustment and maintenance of the ten spring damping units 5 in one span, thereby improving the convenience of maintenance.

[0046] As a preferred embodiment of the present application, the spring element is a spiral compression spring or other equivalent elastic element, and the damping element is a friction damper. By replacing or adjusting the stiffness coefficient, damping coefficient and working stroke of the spring element and the damping element, different line conditions, maglev train load levels and operating speeds can be matched.

[0047] As a preferred embodiment of the present application, the height adjustment assembly is arranged inside the spring damping unit 5, and the height adjustment assembly is a threaded adjustment screw, a wedge-shaped block or a gasket set with selectable thickness. The height adjustment assembly changes the initial compression amount and working position of the spring element by rotating, sliding or increasing or decreasing the thickness of the gasket.

[0048] As a preferred embodiment of the present application, the height adjustment assembly is a threaded adjustment screw or a wedge-shaped block, which is arranged vertically and in communication with the top view adjustment hole 1.

[0049] As a preferred embodiment of the present application, the top fixed hinge support and the bottom fixed hinge support are respectively fixed on the corresponding mounting slots of the upper track beam 4 and the lower track beam 6 by welding connection. The top fixed hinge support and the bottom fixed hinge support can be replaced with a spherical hinge support or a sliding support to allow slight rotation and displacement, reduce local stress concentration and realize flexible force transmission, thereby further optimizing the flexible transition effect.

[0050] As a preferred embodiment of the present application, the upper track beam 4 and the lower track beam 6 match the track beam system of the existing maglev line in overall shape, structural size and load bearing mode, so that the layered track beam can directly replace or embed the track beam position of the existing maglev line without changing the existing line support arrangement form, bridge structure form and auxiliary facility arrangement conditions; by adjusting the stiffness distribution and damping parameters of each spring damping unit 5, the active adaptation of the beam body dynamic response under different operating conditions is realized, and under the premise of not significantly increasing the beam body self weight and overall structure height, the corner amplitude and vibration acceleration of the adjacent two span joints in the middle region are effectively reduced, and the durability and maintenance convenience of the overall structure are improved.

[0051] A working method of a spring damping flexible transition structure of a layered maglev track beam, comprising the following steps:

[0052] Step S1. According to the line design parameters, train load and operating speed, the stiffness and damping parameters of the spring damping unit 5 are selected, the upper track beam 4 and the lower track beam 6 are layered in the middle region, and the setting position of the spring damping unit 5 is determined along the beam length direction; when selecting the parameters, the key design conditions such as line type (urban low-speed maglev, straddle type maglev, etc.), train load level, operating speed, etc. are comprehensively considered, and the core parameters such as the stiffness coefficient of the spring element, the damping coefficient of the damping element, the installation height range of the spring damping unit 5 and the initial value of the pre-tightening force are determined, so as to ensure that the parameters are accurately matched with the actual operation demand. Then, according to the design scheme, the track beam is divided into the upper track beam 4 and the lower track beam 6 along the horizontal direction, the horizontal section is processed flat to ensure the section accuracy, the installation interface of the reinforced parts such as the adaptive steel connecting plate and the overhead adjustment hole 1 corresponding to the spring damping unit 5 are processed, and the foundation for the subsequent installation of the spring damping unit 5 is laid.

[0053] Step S2. Ten spring damping units 5 are installed, pre-adjusted through the height adjustment assembly and the overhead adjustment hole 1, and the initial linear deviation is ensured to be within the allowable range; during the installation process, the principle of "symmetrical installation and individual verification" is followed, the upper fixed hinge support and the lower fixed hinge support of the spring damping unit 5 are fixed with the installation slot of the upper track beam 4 and the lower track beam 6 respectively, and the connection is ensured to be firm and reliable. Then, the special tool is inserted through the overhead adjustment hole 1 on the upper surface of the upper track beam 4, the height adjustment assembly is operated to adjust the installation height and pre-tightening force of each spring damping unit 5 one by one, and during the adjustment process, the professional detection equipment is used to monitor the connection linear of the upper track beam 4 and the lower track beam 6 in real time, the corner change and vertical displacement deviation of the connection interface are focused on, the corner change of the adjacent two track beams is ensured to be continuous, the vertical displacement is controlled within the design allowable range, and finally the initial linear of the track beam meets the standard and meets the basic requirements of the stable operation of the train.

[0054] Step S3. Train test run stage, displacement sensors, acceleration sensors and strain gauges are arranged near the intermediate region connection section, real-time collection of vertical displacement, angle deformation and dynamic response data, record peak and average value under multiple train passing conditions, compared with design index for analysis; The monitoring system adopts double channel redundant arrangement, the key monitoring signals include 5 displacement signals and 5 acceleration signals, the measuring points are mutually redundant to ensure that the system can continue to work when one channel fails, avoiding monitoring distortion caused by single channel failure. At the same time, clear design index is preset, including maximum allowable angle, maximum vertical displacement, stress limit and vibration acceleration threshold, etc., the real-time monitoring data is compared with the design index dynamically, and the running state of the structure is judged whether it meets the requirements in time, if the data exceeds the standard or abnormal situation occurs, the subsequent adjustment and disposal process is triggered immediately.

[0055] Step S4. According to the measured data, the pre-tightening force, installation height or damping coefficient of the spring damping unit 5 is adjusted online through the overhead adjustment hole 1, and the matching of each damping unit is optimized; First, analyze the reason of the monitoring data exceeding the standard or being abnormal, and determine whether it is caused by insufficient spring stiffness, installation height deviation, unreasonable damping coefficient or other factors. Then, through the overhead adjustment hole 1 on the upper surface of the track beam 4, the corresponding spring damping unit 5 is adjusted, which can correct the installation position through the height adjustment assembly, replace the spring element with appropriate stiffness or adjust the damping coefficient of the damping element, etc., to realize dynamic optimization of parameters. The secondary adjustment can be flexibly adjusted according to the change of operation scene, for example, when the train operation speed is increased, the spring stiffness and damping coefficient can be appropriately increased to enhance the structural constraint ability; When the foundation subsides slightly, the height adjustment assembly can compensate the displacement deviation to maintain the linear continuity.

[0056] Step S5. In normal operation, the spring damping unit 5 provides elastic restoring force and damping energy in vertical and angular directions when the train passes, so that the angular continuity of the intermediate region connection section is changed and the deformation is controllable, and the vibration peak and stiffness mutation are reduced; When the train load acts on the upper track beam 4, the upper track beam 4 and the lower track beam 6 will produce relative vertical displacement and angular deformation, at this time, the ten spring damping units 5 of the five installation stations work synchronously: the spring element quickly provides elastic restoring force, effectively limits the excessive deformation of the track beam, and promotes the track beam to reset in time; The damping element actively absorbs vibration energy through its energy dissipation mechanism, quickly attenuates vibration transmission; At the same time, relying on the structure feature of symmetrical arrangement around the track beam gravity center, it can effectively constrain the angular deformation between the adjacent two track beams, and avoid the rigid impact between the upper track beam 4 and the lower track beam 6, realize the smooth transition of the adjacent two track beams, and significantly reduce the influence of structural stress and vibration on train operation.

[0057] Step S6. Regularly monitor the structure state through sensor data combined with manual inspection, and adjust parameters as necessary to ensure long-term stable operation of the structure. Establish a long-term monitoring database for the entire life cycle of the structure, regularly collect structural mechanics response data, environmental factors (such as temperature changes, foundation settlement), and spring damping unit 5 aging state information, and form a complete operation data file. Based on the monitoring data, regular analysis is carried out, and the parameter configuration of the spring damping unit 5 is continuously optimized through iterative adjustment to ensure that the structure always matches well with the operating conditions. For problems such as spring fatigue and damping attenuation that may occur during long-term operation, use the overhead adjustment hole 1 for regular maintenance and component replacement, without the need to disassemble the main structure of the upper track beam 4, reducing the difficulty and cost of maintenance. For applications under complex conditions, the adjustment parameters can be optimized in combination with the results of finite element simulation analysis, and an environmental temperature monitoring module can be added in long-term monitoring to compensate for the effects of temperature changes on spring stiffness and track beam deformation, further improving the adaptability and durability of the structure.

[0058] In summary, the present embodiment realizes flexible transition and vibration control in the middle region of the magnetic levitation track beam through scientific and reasonable structural configuration and closed-loop workflow. Compared with the prior art, without significantly increasing the cross-sectional size of the track beam, it can effectively solve the continuous transition of the corner between the two adjacent track beams, control the deformation, and ensure the flexible transition support of the one-span beam, effectively suppress the vibration, and significantly improve the stability and comfort of train operation. At the same time, it has good maintainability and wide adaptability, and can meet the application requirements of various segmented magnetic levitation track beam lines.

[0059] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Those skilled in the art can still adjust the technical solutions described in the above embodiments or make equivalent substitutions for some technical features. Therefore, if these modifications and variations of the present application fall within the scope of the claims of the present application and equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A spring-damping flexible transition structure of a layered magnetic levitation track beam, characterized in that: it comprises an overhead adjustment hole (1), a connecting key (2), a functional part (3), an upper track beam (4), a spring-damping unit (5) and a lower track beam (6), the upper track beam (4) is arranged directly above the lower track beam (6), the connecting key (2) is fixedly arranged at the left and right ends of the upper track beam (4), the functional part (3) is connected with the upper track beam (4) through the connecting key (2), a plurality of mounting stations of the spring-damping unit (5) are arranged between the upper track beam (4) and the lower track beam (6) along the length direction of the beam, and each mounting station is arranged along the length direction from the starting end to the terminal end of the upper track beam (4); at each mounting station, two spring-damping units (5) are arranged symmetrically on both sides of the central axis of the upper track beam (4) and the lower track beam (6) as the symmetry axis, a plurality of overhead adjustment holes (1) are arranged on the upper surface of the upper track beam (4), each overhead adjustment hole (1) is vertically corresponding to each spring-damping unit (5), and each spring-damping unit (5) is detachably connected with the upper track beam (4) and the lower track beam (6), respectively, the spring-damping unit (5) is used for providing elastic restoring force and damping energy dissipation for the relative vertical displacement between the upper track beam (4) and the lower track beam (6) and the angular deformation between adjacent two-span beams when the train passes, so as to form a flexible transition support between the upper track beam (4) and the lower track beam (6), and make the angular change of the joint between the adjacent two-span beams continuous and the deformation controllable. The spring-damping unit (5) comprises a top fixed hinge support, a bottom fixed hinge support, a spring element, a damping element and a height adjustment assembly, the spring element and the damping element are connected, the spring element and the damping element are arranged in the middle part of the spring-damping unit (5), the top fixed hinge support is arranged at the top of the spring-damping unit (5), the bottom fixed hinge support is arranged at the bottom of the spring-damping unit (5), the spring-damping unit (5) is connected with the upper track beam (4) through the top fixed hinge support, the spring-damping unit (5) is connected with the lower track beam (6) through the bottom fixed hinge support, the height adjustment assembly is connected with the top fixed hinge support and the bottom fixed hinge support through threads, the working end of the height adjustment assembly abuts against the end part of the spring element, and the number of the spring-damping units (5) is ten.

2. The spring-damping flexible transition structure of the layered magnetic levitation track beam according to claim 1, characterized in that: ​ The upper track beam (4) and the lower track beam (6) are respectively provided with installation slots for installing top fixed hinge supports or bottom fixed hinge supports, the number of which matches that of the spring damping units (5), the top fixed hinge supports and the bottom fixed hinge supports are arranged in the corresponding installation slots, and the top fixed hinge supports and the bottom fixed hinge supports are provided with corresponding hole positions, so that the height adjusting assembly can pass through the hole positions and adjust the installation height and the initial stress state of the spring damping units (5), thereby achieving the stepwise or continuous adjustment of the spring damping units (5).

3. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 2, characterized in that: The top-down adjustment hole position (1) is in communication with the top fixed hinge support and the corresponding spring damping unit (5), and the installation height and the pre-tightening force of the spring damping unit (5) can be maintained and adjusted by inserting the height adjusting assembly into the top-down adjustment hole position (1), and a detachable cover plate is arranged at the hole opening of the top-down adjustment hole position (1), which is used to close the hole opening and ensure the integrity and protection performance of the upper surface of the upper track beam (4) during daily operation.

4. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 3, characterized in that: The spring element is a spiral compression spring or other equivalent elastic element, and the damping element is a friction damper, and by replacing or adjusting the stiffness coefficient, the damping coefficient and the working stroke of the spring element and the damping element, different line conditions, magnetic levitation train load levels and operating speeds can be matched.

5. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 4, characterized in that: The height adjusting assembly is arranged inside the spring damping unit (5), and the height adjusting assembly is a threaded adjusting screw, a wedge-shaped block or a gasket group with selectable thickness, and the height adjusting assembly changes the initial compression amount and the working position of the spring element by rotating, sliding or increasing or decreasing the thickness of the gasket.

6. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 5, characterized in that: The height adjusting assembly is a threaded adjusting screw or a wedge-shaped block, and the threaded adjusting screw or the wedge-shaped block is arranged vertically and in communication with the top-down adjustment hole position (1).

7. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 6, characterized in that: The top fixed hinge support and the bottom fixed hinge support are respectively fixed on the corresponding installation slots of the upper track beam (4) and the lower track beam (6) by welding connection, and the top fixed hinge support and the bottom fixed hinge support can be replaced with a spherical hinge support or a sliding support, so as to allow small rotation and displacement, reduce local stress concentration and realize flexible force transmission.

8. The spring damping flexible transition structure of the layered magnetic levitation track beam according to claim 7, characterized in that: The upper track beam (4) and the lower track beam (6) are matched with the track beam system of the existing maglev line in overall shape contour, structural dimension and bearing mode, so that the layered track beam can directly replace or embed the track beam position of the existing maglev line without changing the arrangement form of the existing line support, the structure form of the bridge and the arrangement conditions of the auxiliary facilities; by adjusting the stiffness distribution and damping parameters of each spring damping unit (5), the active adaptation of the beam body dynamic response under different operation conditions is realized, and under the premise of not significantly increasing the beam body self weight and the overall structure height, the corner amplitude and vibration acceleration of the adjacent two span joints in the middle region are effectively reduced.

9. The working method of the spring-damper flexible transition structure of the layered maglev track beam according to any one of claims 1-8, characterized in that, The method comprises the following steps: Step S1. According to the line design parameters, train load and operation speed, the stiffness and damping parameters of the spring damping unit (5) are selected, the upper track beam (4) and the lower track beam (6) are layered in the middle region, and the setting position of the spring damping unit (5) is determined along the beam length direction; Step S2. Ten spring damping units (5) are installed, pre-adjusted through the height adjusting assembly and the overhead adjusting hole position (1), and the initial linear deviation from the design value is ensured within the allowable range; Step S3. In the train test running stage, displacement sensors, acceleration sensors and strain gauges are arranged near the connecting section in the middle region, real-time collection of vertical displacement, corner deformation and dynamic response data is carried out, and the peak value and average value under multiple train passing conditions are recorded for comparison and analysis with the design index; Step S4. According to the measured data, the pre-tightening force, installation height or damping coefficient of the spring damping unit (5) is adjusted online through the overhead adjusting hole position (1), and the matching of each damping unit is optimized; Step S5. In normal operation, the spring damping unit (5) provides elastic restoring force and damping energy in the vertical and corner directions when the train passes, so that the corner of the connecting section in the middle region changes continuously and the deformation is controllable, and the vibration peak value and stiffness mutation are reduced; Step S6. The structure state is monitored regularly by combining sensor data with manual inspection, and the parameters are adjusted if necessary to ensure long-term stable operation of the structure.

Images