Magnetic levitation traffic prefabricated assembly type rail bearing beam structure and construction method

Abstract

The invention provides a magnetic levitation traffic prefabricated assembly type rail bearing beam structure and a construction method, and relates to the technical field of magnetic levitation traffic rail engineering. Reserved connecting steel bars are pre-embedded in the bottom of the vertical force bearing component, and a rail bearing table is integrally formed on the top of the horizontal component. When the lower civil engineering structure is a structure formed by cast-in-place construction, the steel bar framework is connected with the reserved connecting steel bars and the vertical steel bars; when the vertical bearing component is a prefabricated component, the prefabricated groove accommodates the lower end of the vertical bearing component, and the steel bar framework is in cross connection with the reserved connecting steel bars and the groove connecting steel bars. Secondary construction of the rail bearing table is eliminated, and the assembly efficiency is improved; the size of the prefabricated groove is compatible with construction errors, and the reinforcement cage and the cast-in-place concrete body cooperatively guarantee connection reliability; two or more specification structural forms are adopted, various line working conditions are adapted, various off-line foundation and track panel installation requirements are met, a perfect assembly structural scheme is provided, the problem of poor quality consistency of a cast-in-place process is solved, and the field labor intensity is reduced.

Description

Technical Field

[0001] This invention relates to the field of maglev transportation track engineering technology, and in particular to a prefabricated assembled track support beam structure and construction method for maglev transportation. Background Technology

[0002] As the core load-bearing structure of the track foundation, the construction quality of the maglev rail support beam directly affects the long-term stability of the track system. Current engineering practices face significant bottlenecks: cast-in-place rail support beam construction is severely constrained by environmental factors, resulting in long concrete curing periods and difficulties in ensuring consistent quality; traditional construction methods require secondary on-site casting of the rail support platform, leading to complex procedures and insufficient positioning accuracy; while prefabricated components must simultaneously meet various substructure types and upper track panel interfaces. Maglev track structures, due to their matching with maglev vehicle bogies, differ from wheel-rail track structures in that their structural weight, volume, and manufacturing and installation difficulty are all greater than wheel-rail steel rails. They also involve diverse external interfaces with vehicles, power supply, etc., complex stress conditions, and high precision requirements. The industry urgently needs a solution that balances factory prefabrication efficiency, various engineering conditions, and on-site connection reliability, overcoming the application obstacles of prefabricated rail support beams under complex working conditions. Summary of the Invention

[0003] To address the aforementioned problems in the existing technology, the first aspect of this invention proposes a prefabricated assembled rail support beam structure for maglev transportation, comprising a prefabricated rail support beam and a connecting part. The prefabricated rail support beam is disposed above the connecting part. The prefabricated rail support beam includes a vertical load-bearing component and a horizontal component. The bottom of the vertical load-bearing component is provided with reserved connecting steel bars, and the top of the horizontal component is integrally formed with a rail support platform. The connection part includes a steel reinforcement cage and a cast-in-place concrete body. The steel reinforcement cage connects the reserved connecting steel bars with the corresponding steel bars of the lower civil structure, and the cast-in-place concrete body covers the steel reinforcement cage. The precast track beams are integrally connected to the lower civil structure through connecting parts.

[0004] In conjunction with the first aspect, in some implementation methods, precast rail-bearing beams include independent portal-type units and combined units; An independent portal unit consists of two columns distributed laterally along the line and a crossbeam connecting the tops of the two columns; The modular unit consists of at least two sets of independent portal units and longitudinal beams connecting adjacent independent portal units.

[0005] In conjunction with the first aspect, in some implementation methods, the top surface of the crossbeam of the independent portal unit is provided with a rail support platform, which is located above the top surface of the crossbeam and the column.

[0006] In conjunction with the first aspect, in some implementation methods, when using a modular unit, the longitudinal beam extends along the line direction, and the two ends of the longitudinal beam are respectively connected to the columns of adjacent independent portal units.

[0007] In conjunction with the first aspect, in some implementation methods, a connecting sleeve is pre-embedded inside the rail support platform, and the connecting sleeve penetrates the rail support platform vertically.

[0008] In conjunction with the first aspect, in some implementation methods, when the lower civil structure is a structure formed by cast-in-place construction, the steel reinforcement cage of the connection part includes reserved connecting steel bars and vertical steel bars extending from the lower civil structure; the cast-in-place concrete is poured in the binding area of ​​the reserved connecting steel bars and vertical steel bars.

[0009] In conjunction with the first aspect, in some implementation methods, when the lower civil structure is a precast component, the connecting part includes a precast groove, which is formed on the upper surface of the lower civil structure, and a pre-reserved connecting steel bar extends into the precast groove.

[0010] In conjunction with the first aspect, in some implementation methods, the width of the precast groove along the transverse direction of the track is greater than the width of the vertical load-bearing member along the transverse direction of the track, and the depth of the precast groove is greater than the sum of the height of the reserved connecting steel bar and the height of the precast rail beam column inserted into the precast groove; the precast groove is provided with groove connecting steel bars arranged intersecting with the reserved connecting steel bars.

[0011] In conjunction with the first aspect, in some implementation methods, longitudinal reinforcing bars are also provided in the prefabricated groove. The longitudinal reinforcing bars extend along the line direction and are tied to the groove connecting bars.

[0012] Secondly, the present invention provides a construction method for a prefabricated assembled rail-supporting beam structure for maglev transportation. The construction method is applied to the rail-supporting beam structure provided in any of the above embodiments, and the construction method includes: S1. Fabricate precast rail support beams, pre-embed and reserve connecting steel bars at the bottom of vertical load-bearing components, and integrally form rail support platforms at the top of horizontal components; S2. Construction of the lower civil engineering structure; S3. Select the connection method according to the type of the substructure: When the lower civil structure is a cast-in-place structure: S311. Vertical reinforcing bars shall be reserved or implanted at the positions of the vertical load-bearing components corresponding to the precast rail beams in the lower civil structure. S312. Position the precast rail support beam so that the reserved connecting steel bars correspond to the vertical steel bars; S313. Install formwork, tie reserved connecting steel bars and vertical steel bars in the connection area of ​​vertical load-bearing members, and pour concrete; When the lower civil structure is a precast structure: S321. When prefabricating the lower civil structure, the connecting part is prefabricated with grooves, and the groove connecting steel bars are pre-embedded in the prefabricated grooves. S322. Insert the lower end of the vertical load-bearing component of the precast rail beam into the precast groove, so that the reserved connecting steel bar extends into the precast groove; S323, Binding reserved connecting steel bars and grooved connecting steel bars; S324. Concrete is poured into the precast groove to form a cast-in-place concrete body; S4. After the cast-in-place concrete reaches the preset strength, complete the overall connection between the precast rail support beam and the lower civil structure.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: 1) The precast rail support beams in this application are prefabricated in the factory and use standardized component combinations. They can meet the requirements of various line conditions and the setting of subgrade foundations and rail panel structures. They have fewer assembly specifications and a high assembly rate. The precast rail support beams have a high proportion of precast structures, which reduces the amount of on-site pouring work, simplifies construction procedures, improves construction efficiency, and reduces construction costs.

[0014] 2) The rail support beam structure has been simplified by adopting a beam-column structure, eliminating the need for secondary casting of the rail support platform in existing structures. The rail support platform is prefabricated simultaneously with the rail support beam and integrated on top of the rail support beam, simplifying the structural system and construction steps. This facilitates transportation and on-site positioning. It also results in lower self-weight, lightweight construction, less masonry material usage, lower requirements for foundation bearing capacity, and easier optimization of foundation structure design, thus saving investment.

[0015] 3) In this application, the precast rail support beam and the substructure adopt a convenient and reliable connection method. The connection method is adjusted according to different construction methods of the substructure, adapting to various working conditions and having a wide range of applications. When the substructure uses a precast method, the cast-in-place connection is located within the precast groove structure, eliminating the need for formwork, simplifying construction. Furthermore, the precast groove in the connection allows for height adjustments of no less than ±30mm and lateral adjustments of no less than ±40mm for the upper rail section, adapting to complex track conditions, facilitating track laying progress, and simplifying construction, maintenance, and repair. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 The diagram shown is a structural schematic of a prefabricated assembled rail support beam structure for maglev transportation according to an embodiment of the present invention.

[0018] Figure 2The diagram shown is a cross-sectional view of an independent portal unit and a combined unit provided in an embodiment of the present invention.

[0019] Figure 3 The diagram shown is a top view of an independent portal unit provided in an embodiment of the present invention.

[0020] Figure 4 The figure shown is a side view of an independent portal unit provided in an embodiment of the present invention.

[0021] Figure 5 The diagram shown is a top view of a combined unit provided in an embodiment of the present invention.

[0022] Figure 6 The figure shown is a side view of a combined unit provided in an embodiment of the present invention.

[0023] Figure 7 The figure shown is a cross-sectional schematic diagram of a prefabricated substructure provided in an embodiment of the present invention.

[0024] Reference numerals: 1. Independent portal frame unit; 2. Modular unit; 3. Substructure; 4. Cast-in-place concrete; 101. Column; 102. Beam; 103. Rail support platform; 104. Reserved connecting reinforcement; 105. Connecting sleeve; 201. Longitudinal beam; 301. Precast groove; 302. Groove connecting reinforcement; 303. Longitudinal reinforcing reinforcement. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0026] The specific embodiments of the present invention will be described below.

[0027] Example 1 Combination Figures 1 to 7 As shown, the present invention proposes a prefabricated assembled rail support beam structure for maglev transportation, including a prefabricated rail support beam and a connecting part. The prefabricated rail support beam is set above the connecting part. The prefabricated rail support beam includes a vertical load-bearing component and a horizontal component. The bottom of the vertical load-bearing component is provided with a reserved connecting steel bar 104, and the top of the horizontal component is integrally formed with a rail support platform 103. The connection part includes a steel reinforcement cage and a cast-in-place concrete body 4. The steel reinforcement cage is connected to the reserved connecting steel bars 104 and the corresponding steel bars of the lower civil structure 3. The cast-in-place concrete body 4 covers the steel reinforcement cage. The precast track beam is integrally connected to the lower civil structure 3 through the connecting part.

[0028] Specifically, the precast track beams are manufactured in a factory using a prefabrication method. Their core structure includes vertical load-bearing components and horizontal components. The vertical load-bearing components are typically concrete columns 101, with pre-embedded connecting steel bars 104 at the bottom. The exposed length of the steel bars is designed according to connection requirements. The horizontal components are generally beams 102, integrally cast with the track support platform 103 at the top, eliminating the secondary casting stage required in traditional split structures. The connection part consists of a steel reinforcement cage and cast-in-place concrete 4: the steel reinforcement cage forms a continuous force transmission network by cross-tying the pre-embedded connecting steel bars 104 of the precast track beams with the corresponding steel bars of the lower civil structure 3 (vertical steel bars in the cast-in-place foundation or grooved connecting steel bars 302 in the precast foundation); the cast-in-place concrete 4 encapsulates the entire steel reinforcement cage, and after curing, it solidifies the precast track beams and the lower civil structure 3 into a rigid whole.

[0029] This design ensures component dimensional accuracy through factory prefabrication, while on-site connections dynamically adapt to the substructure type: in cast-in-place foundations, pre-reserved connecting steel bars 104 are directly tied to the foundation's protruding steel bars; in precast foundations, the redundant space of precast grooves 301 is used for positioning adjustment, and reliable connections are achieved by pouring concrete within the grooves. The load transfer path is thus optimized to "train load, rail support 103, horizontal components, vertical load-bearing components, steel reinforcement cage, cast-in-place concrete 4, substructure 3," avoiding stress concentration problems at bolt connection points in traditional split-structure designs. In practical applications, this structure significantly shortens the construction period, improves interface shear resistance, and adapts to complex working conditions on small-radius curves.

[0030] In conjunction with the first aspect, in some implementation methods, the precast rail-bearing beam includes independent portal-type unit 1 and combined unit 2; The independent portal unit 1 consists of two columns 101 distributed laterally along the line and a crossbeam 102 connecting the tops of the two columns 101; The combined unit 2 consists of at least two sets of independent portal units 1 and longitudinal beams 201 connecting adjacent independent portal units 1.

[0031] Specifically, the independent portal unit 1 consists of two parallel columns 101 (as vertical load-bearing members) distributed laterally along the track and a crossbeam 102 (as a horizontal member) connecting the tops of the two columns 101, forming a portal frame. It is suitable for bridge expansion joints or sections with non-standard track spacing. The combined unit 2 consists of multiple sets of independent portal units 1 arranged along the track direction and connected to adjacent units by longitudinal beams 201: the two ends of the longitudinal beams 201 are fixed to the sides of the columns 101 of adjacent independent portal units 1, forming a continuous load-bearing system.

[0032] When track conditions permit (such as straight sections or large-radius curves), combined unit 2 is preferred to enhance overall stability; when restricted by beam gaps, track panels or transition curves, it is switched to independent portal unit 1 to achieve modular and flexible layout.

[0033] In alternative solutions, the connection between the longitudinal beam 201 and the column 101 can be secured with pre-embedded steel plate bolts or with cast-in-place concrete joints: bolted connections are suitable for projects with tight schedules, while cast-in-place joints provide greater overall integrity. This modular design allows the rail-bearing beam system to cover most sections of the entire line, while the independent portal unit 1 can effectively adapt to sections with small radius curves.

[0034] In conjunction with the first aspect, in some implementation methods, the top surface of the crossbeam 102 of the independent portal unit 1 is provided with a rail support platform 103, which is located above the top surface of the crossbeam 102 and the column 101.

[0035] Specifically, the rail support platform 103 is integrally formed on the top surface of the crossbeam 102 of the independent portal frame unit 1, and is strictly positioned within the projection area directly above the two columns 101 to ensure that the train load is vertically transferred to the vertical load-bearing components. A connecting sleeve 105 is pre-embedded inside the rail support platform 103, extending through the entire height of the rail support platform 103 and into the anchorage area inside the crossbeam 102. The anchorage force is enhanced by welding the sleeve to the main reinforcement of the crossbeam 102 with annular stiffening ribs. To improve the shear resistance of the interface between the rail support platform 103 and the crossbeam 102, a shear-resistant tenon or interlocking surface is provided on the top surface of the crossbeam 102, which is mechanically interlocked by the concrete during pouring.

[0036] Alternative solutions include interface treatment using spiral steel ring implantation or surface sandblasting roughening.

[0037] This design not only eliminates the need for secondary construction of the track support platform 103, but also ensures that the load transfer path is eccentric, significantly reducing the risk of structural deformation.

[0038] In conjunction with the first aspect, in some implementation methods, when a combined unit is used, the longitudinal beam 201 extends along the line direction, and the two ends of the longitudinal beam 201 are respectively connected to the columns 101 of the adjacent independent portal unit 1.

[0039] Specifically, the longitudinal beam 201 extends along the line direction, and its two ends are connected to the columns 101 of the adjacent independent portal unit 1 through embedded nodes. A typical implementation involves pre-embedded connecting plates with bolt holes on the side of the column 101, welding corresponding flanges to the ends of the longitudinal beam 201, and fastening with high-strength bolts on site. The length of the longitudinal beam 201 is designed according to a standard span modular design, and the span adjustment is achieved by increasing or decreasing the length of the longitudinal beam 201 or adding transition segments.

[0040] An alternative solution is to use a cast-in-place wet joint connection: a U-shaped steel ring is reserved on the side of column 101, and threaded steel bars extend from the end of longitudinal beam 201. After the threads are inserted into the corrugated pipe, micro-expansion concrete is poured.

[0041] The bolted connection scheme significantly improves construction efficiency, while the cast-in-place scheme provides higher seismic performance. Both can effectively connect independent portal units 1 to form a stable continuum.

[0042] In one embodiment, mounting channels for supplying power to vehicles are provided on both sides of the columns distributed laterally along the line.

[0043] In conjunction with the first aspect, in some implementation methods, a connecting sleeve 105 is pre-embedded inside the rail support platform 103, and the connecting sleeve 105 penetrates the rail support platform 103 in a vertical direction.

[0044] Specifically, the connecting sleeve 105 is made of corrosion-resistant metal and is vertically embedded inside the rail support 103, extending through its entire height. The lower end of the sleeve extends to the anchorage area of ​​the crossbeam 102 and is connected to the main reinforcement of the crossbeam 102 by welding annular stiffening ribs or radial steel mesh to ensure the sleeve's pull-out bearing capacity. During the installation of the rail panel fasteners, the anchor bolts are screwed into the sleeve to the designed depth, and reliable fastening is achieved through torque control.

[0045] In alternative solutions, the bushing can be lined with an anti-loosening bushing or adopt a double-thread structure (the upper section is tapered thread for anti-loosening, and the lower section is straight thread for force transmission).

[0046] This full-depth anchoring design effectively disperses bolt stress, avoids the risk of loosening of traditional shallow-buried sleeves, and ensures the long-term smoothness of the track panel.

[0047] In conjunction with the first aspect, in some implementation methods, when the lower civil structure 3 is a structure formed by cast-in-place construction, the steel reinforcement cage of the connection part includes the reserved connecting steel bars 104 and the vertical steel bars extending from the lower civil structure 3; the cast-in-place concrete body 4 is poured in the binding area of ​​the reserved connecting steel bars 104 and the vertical steel bars.

[0048] Specifically, when the lower civil structure 3 is constructed using cast-in-place construction, the connection between the precast track beam and the foundation is achieved through a steel reinforcement cage. Vertical reinforcement bars are pre-installed or embedded at the corresponding vertical load-bearing member positions in the lower civil structure 3, and the exposed length of the reinforcement bars must meet the lap requirements with the pre-installed connecting reinforcement bars 104. After the precast track beam is positioned, the pre-installed connecting reinforcement bars 104 are arranged alternately with the vertical reinforcement bars, forming a cross-mesh structure using wire binding or welding. This steel reinforcement cage is completely enclosed within the cast-in-place concrete body 4. Before concrete pouring, formwork must be erected in the connection area to ensure the cast-in-place concrete body 4 has a regular shape.

[0049] This design allows the load to be transferred directly from the precast track beam to the cast-in-place foundation via the steel reinforcement cage, eliminating the risk of delamination between the precast components and the cast-in-place structure.

[0050] In an alternative solution, the vertical reinforcing bars can be replaced with threaded sleeve connectors, and the pre-installed connecting reinforcing bars 104 in the precast rail beam are screwed into the sleeves for mechanical anchoring. This connection method significantly improves the stability of construction quality and is suitable for harsh site environments such as humidity and low temperatures.

[0051] In conjunction with the first aspect, in some implementation methods, when the lower civil structure 3 is a precast component, the connecting part includes a precast groove 301, which is formed on the upper surface of the lower civil structure 3, and a precast connecting steel bar 104 extends into the precast groove 301.

[0052] Specifically, when the lower civil structure 3 is a precast structure, the connection part achieves efficient assembly through precast grooves 301. The precast grooves 301 are integrally cast with the lower civil structure 3, and the inner wall of the groove is pre-embedded with groove connecting steel bars 302. The ends of the steel bars are bent into U-shapes or rings to enhance anchoring force. During the hoisting of the precast rail beam, the lower end of the vertical load-bearing member is inserted into the precast groove 301, and its reserved connecting steel bars 104 simultaneously extend into the groove. The groove cross-sectional dimension is larger than the cross-section of the vertical load-bearing member, forming a circumferential adjustment gap, allowing for fine-tuning of the position during construction.

[0053] This design eliminates the formwork process required for traditional cast-in-place connections, making it particularly suitable for space-constrained scenarios such as bridges and tunnels.

[0054] In alternative solutions, the prefabricated groove 301 can be designed as a segmented structure, with each segment corresponding to a single vertical load-bearing component, reducing the difficulty of transporting large prefabricated components.

[0055] In conjunction with the first aspect, in some implementation methods, the width of the prefabricated groove 301 along the transverse direction of the track is greater than the width of the vertical load-bearing member along the transverse direction of the track, and the depth of the prefabricated groove 301 is greater than the sum of the height of the reserved connecting steel bar 104 and the height of the prefabricated rail support column 101 inserted into the prefabricated groove 301; the prefabricated groove 301 is provided with groove connecting steel bars 302 arranged intersecting with the reserved connecting steel bars 104.

[0056] Specifically, the width of the precast groove 301 is greater than the width of the vertical load-bearing member, providing lateral adjustment margin; its depth is greater than the sum of the exposed length of the reserved connecting steel bar 104 and the insertion depth of the vertical load-bearing member, providing height adjustment space. The pre-installed groove connecting steel bar 302 within the groove intersects with the reserved connecting steel bar 104 of the vertical load-bearing member, arranged orthogonally or obliquely in three-dimensional space. The intersection points of the steel bars are fixed by binding, forming a spatial force transmission network. To improve concrete bond strength, the inner surface of the groove can be roughened or fitted with shear keyways.

[0057] An alternative solution is to pre-embed shear studs in the inner wall of the precast groove 301 to form a composite shear-resistant system with the post-cast concrete.

[0058] This redundant design is compatible with construction positioning errors and ensures track surface smoothness on small-radius curves.

[0059] In conjunction with the first aspect, in some implementation methods, the prefabricated groove 301 is also provided with longitudinal reinforcing steel bars 303, which extend along the line direction and are tied to the groove connecting steel bars 302.

[0060] Specifically, the longitudinal reinforcing bars 303 are laid horizontally along the direction of the line at the bottom of the precast groove 301, intersecting perpendicularly with the groove connecting bars 302. The two ends of the longitudinal reinforcing bars 303 are anchored to the embedded parts on the side wall of the groove, and the middle part is connected to the groove connecting bars 302 by steel wire binding or welding to form a grid-shaped reinforcing skeleton.

[0061] This design significantly improves the longitudinal crack resistance of the cast-in-place concrete body 4, especially adapting to deformation caused by temperature stress.

[0062] In alternative solutions, the longitudinal reinforcing steel 303 can be replaced with prestressed steel strands, which are then tensioned and grouted with cement grout to form a prestressed reinforcement system. The addition of longitudinal reinforcing steel ensures the durability of the connection under train cyclic loads.

[0063] Example 2 refer to Figures 1 to 7 Secondly, the present invention provides a construction method for a prefabricated assembled rail-supporting beam structure for maglev transportation. The construction method is applied to the rail-supporting beam structure provided in any of the above embodiments, and includes: S1. Fabricate precast rail beams, pre-embed and reserve connecting steel bars 104 at the bottom of vertical load-bearing components, and integrally form rail support platform 103 at the top of horizontal components. S2, Construction of the lower civil engineering structure 3; S3. Select the connection method according to the type of the lower civil structure 3: When the lower civil structure 3 is a cast-in-place structure: S311. Vertical steel bars are reserved or implanted at the positions of the vertical load-bearing components corresponding to the precast rail beams in the lower civil structure 3. S312. Position the precast rail support beam so that the reserved connecting steel bar 104 corresponds to the position of the vertical steel bar; S313. Install formwork in the connection area of ​​vertical load-bearing members, tie the reserved connecting steel bars 104 and vertical steel bars, and pour concrete; When the lower civil structure 3 is a precast structure: S321. When prefabricating the lower civil structure 3, the integrally formed connecting part prefabricated groove 301 is prefabricated, and the groove connecting steel bar 302 is pre-embedded in the prefabricated groove 301. S322. Insert the lower end of the vertical load-bearing member of the precast rail beam into the precast groove 301, so that the reserved connecting steel bar 104 extends into the precast groove 301. S323, 104, 302, 104, 302, 104, 302; S324. Concrete is poured into the precast groove 301 to form a cast-in-place concrete body 4; S4. After the cast-in-place concrete body 4 reaches the preset strength, complete the overall connection between the precast rail support beam and the lower civil structure 3.

[0064] Specifically, the construction method involves prefabricating the rail-bearing beams in the factory: When casting the vertical load-bearing components, pre-embedded connecting steel bars 104 at the bottom are used, and the top of the horizontal components is formed simultaneously with the rail-bearing platform 103. The construction of the lower civil structure 3 is classified as either cast-in-place or prefabricated: for cast-in-place foundations, after curing, vertical steel bars are implanted or pre-embedded at the installation location of the prefabricated rail-bearing beams; for prefabricated foundations, prefabricated grooves 301 with grooved connecting steel bars 302 are integrally formed during fabrication. In the cast-in-place case, after the prefabricated rail-bearing beams are positioned, the pre-embedded connecting steel bars 104 and vertical steel bars are tied, and the cast-in-place concrete body 4 is poured. In the prefabricated case, the prefabricated rail-bearing beams are inserted into the prefabricated grooves 301, the pre-embedded connecting steel bars 104 and groove connecting steel bars 302 are tied, longitudinal reinforcing steel bars 303 are added, and then the groove concrete is poured directly. After the concrete cures to the required standard, an integral load-bearing structure is formed. This method achieves efficient coordination between factory prefabrication and on-site assembly.

[0065] Thirdly, the present invention provides a method for arranging a prefabricated assembled track-bearing beam structure for maglev transportation, comprising: Sa. Establish a basic database for the line and track panel: Integrate the alignment data from the line design phase, including the line plane curves, longitudinal profile parameters, line chain break parameters, and line structure segmentation data. Analyze and statistically process the transition curves according to curvature and superelevation gradient. Add the data on the layout and type of track panel joints to the database to form the positioning benchmark for the design of precast track beams. Sb. Design the modular precast rail support beam unit and determine the layout scheme for standard bridge sections: Determine the type and quantity of standard beams based on bridge design data; determine the main modular precast rail support beam types based on the principle of minimizing the number of independent precast rail support beam units; determine the layout scheme of precast rail support beams corresponding to various standard beams by adjusting the quantity, type and beam joint combination of modular precast rail support beams. Sc. Design the layout of precast track beams for non-standard bridge sections: Based on the curvature of the transition curves, the superelevation gradient, and the track panel parameters, complete the layout design of precast track beams for non-standard bridge sections. Sd. Design the layout of precast rail beams in roadbed and tunnel sections: Based on the standard combined precast rail beam length and beam joint determined in step Sb, adopt various methods of precast rail beam combination and beam joint adjustment to achieve the layout, and determine the range of beam joint adjustment.

[0066] Sd includes: For a given roadbed or tunnel section, the preferred arrangement is to select the longer standard combined precast rail bearing beams and adjust the beam joints. If the standard combined precast rail support beams and beam joint adjustments cannot meet the layout requirements of this section, then independent precast rail support beam units will be set up for combined layout, and the final layout scheme will be determined by beam joint adjustment calculations.

[0067] Specifically, the arrangement method for prefabricated prefabricated rail-supporting beam structures for maglev transportation provided by this invention is a systematic design process for selecting, combining, and positioning rail-supporting beam units based on the actual conditions of the line. The core of this method lies in integrating multi-source data such as line shape, track panel interfaces, and substructure types into a unified arrangement basis. This is achieved by combining standardized modular prefabricated rail-supporting beam units with flexible independent units, supplemented by beam joint adjustment methods, to realize an economical, rational, and efficient prefabricated assembly arrangement of rail-supporting beams throughout the entire line.

[0068] First, the methodology begins with establishing a basic database of the track and track panels. Here, "track horizontal curves" refers to the direction of the track on the horizontal plane, including straight lines, circular curves, and transition curves; "longitudinal profile parameters" refer to the changes in gradient and vertical curves of the track in the vertical direction; "track chainage parameters" are adjustment parameters set due to overlaps or breaks in mileage measurement, crucial for ensuring mileage continuity and accurate positioning; and "track structure segment data" distinguishes different substructure segments such as bridges, roadbeds, and tunnels. In particular, for "transition curves"—sections connecting straight lines and circular curves, achieving a smooth transition between curvature and superelevation—analysis and statistics based on "curvature and superelevation gradient" are required. Curvature refers to the degree of curve bending, superelevation is the elevation of one side of the track set to balance centrifugal force, and gradient refers to the rate of change of superelevation within the length of the transition curve. Refined statistics on these parameters form the basis for subsequent track beam positioning and adaptation to changes in track alignment. Simultaneously, the database also needs to be supplemented with "track panel joint location and joint type data." Track panels are assemblies that bear the track and transmit loads; the structural form and location of their joints directly affect the support point arrangement of the underlying rail-bearing beam. Integrating the above data into a unified database provides a unique and accurate geometric and structural benchmark for the entire layout process, ensuring consistency between the positioning of prefabricated components and the intended track design, and preventing installation errors caused by scattered data or inconsistent benchmarks from the outset.

[0069] After obtaining complete basic data on the route, the next stage is to design the precast composite rail-bearing beam units and determine the standard bridge layout scheme. This method targets the widely existing standard bridge sections (i.e., bridges with uniform span and structural form), proposing to use "precast composite rail-bearing beams" as the main components for layout. The precast composite rail-bearing beam is a longitudinally continuous structure formed by connecting at least two sets of independent portal beam units with longitudinal beams, offering good integrity and high assembly efficiency. This step first clarifies the types of standard beams along the entire line (e.g., 30-meter simply supported beams, 40-meter simply supported beams, etc.) and their quantity distribution based on the bridge design drawings. The design principle is "to minimize the number of independent precast rail-bearing beam units based on standard beams," that is, to prioritize the use of combined long units that span multiple beams or are coordinated with the beam joint positions, in order to reduce the number of components and joints, and improve integrity and construction speed. Based on this principle, several "main precast composite rail-bearing beam types" suitable for this project are determined, such as standard length types like 20-meter and 25-meter lengths. Then, by flexibly adjusting the number, specific model, and "beam gaps" (i.e., the gaps between the ends of adjacent rail-bearing beam units to accommodate structural deformation or installation adjustments) of these standard modular units, an optimal arrangement scheme for prefabricated rail-bearing beam units is developed for each type of standard beam. This process enables modular and serialized design of bridge sections, significantly reduces the specifications of prefabricated components, facilitates mass production in factories, and ensures efficiency and economy in construction within standard sections.

[0070] For unavoidable non-standard bridge sections along the line, such as long-span bridges crossing intersections, irregularly shaped abutment sections transitioning to the roadbed, or bridges located on complex curves, a precast track support beam layout design for non-standard bridge sections is required. This part of the design cannot directly apply standard schemes; it must be specially handled "in conjunction with the curvature of the transition curves along the entire line, the superelevation gradient, and the track panel parameters." For example, in small-radius transition curve sections, the superelevation change rate of the track is large, placing more refined requirements on the lateral positioning of the track support beams and the spatial posture of the top track support platform. During the design phase, based on the specific alignment data of that section, the theoretical spatial coordinates and orientation of each track support beam must be calculated, and it must be checked whether the standard modular unit can be adapted by adjusting the installation position or fine-tuning the beam joints. If so, the adjusted standard unit should be used first; if the alignment change is too drastic and the standard unit is difficult to adapt, then "independent portal units" (i.e., single portal structures) should be used or partially used for flexible combination. The independent unit is small in size and flexible in arrangement, which can better fit complex linear changes and track support point positions, ensuring high-precision realization of track geometry.

[0071] Finally, for roadbed and tunnel sections, since their substructures are continuous or large sections of cast-in-place or precast slab structures rather than discrete beams, the layout logic of the rail bearing beams differs from that of bridge sections. Therefore, a specialized design for the layout of precast rail bearing beams in roadbed and tunnel sections is required. This stage uses the "standard combined precast rail bearing beam length and beam joint" determined in step Sb as the basic module. During layout, a "method of combining multiple precast rail bearing beams and adjusting beam joints" is adopted. That is, within a given roadbed or tunnel section length, different numbers and lengths of standard combined units are tried in arrangement and combination. The cumulative installation error or local conditions are "digested" by appropriately changing the "beam joint" width between units (i.e., determining a feasible beam joint adjustment range, such as ±50mm). For a specific section, the layout strategy prioritizes the use of longer standard combined units, as using longer units reduces the number of joints, which is beneficial to track smoothness and overall stability. After layout, the beam joints are then uniformly adjusted. This scheme is usually considered the "optimal layout scheme." However, when the section length is not an integer multiple of the standard unit length, or when there are "mandatory section layout requirements" (i.e., the position of the rail panel interface cannot be changed) within the section, simply adjusting the standard units and beam joints may not meet all constraints. In this case, the method offers a more flexible solution: "using independent precast rail-bearing beam units for combined layout." For example, near the rail panel joint, an independent unit may be needed for precise support; at the end of an irregularly sized section, an independent unit is used for finishing. During the design phase, the specific alignment of the section (curvature and superelevation changes of the transition curve) and rail panel parameters must be considered to perform a mixed layout including independent units, and a new "beam joint adjustment calculation" must be performed to determine the final dimensions of each joint, thus forming a feasible final layout scheme for the section. This method balances standardization and flexibility, maximizing the application of efficient standard combined units in roadbed and tunnel sections where conditions permit, while also addressing various special conditions and boundary constraints through adjustments to independent units and beam joints, achieving refined and feasible precast rail-bearing beam layout across the entire roadbed and tunnel sections.

[0072] In summary, the layout method described in this invention forms a complete design process from data to solution by establishing a unified database, combining standardized and personalized design logic, and implementing a beam joint adjustment mechanism throughout the entire process. Its technical effects are as follows: First, through database integration and refined analysis, it ensures the accuracy of prefabricated component positioning and its consistency with the line design from the source, reducing on-site adjustment workload. Second, by prioritizing the use of standard modular units and reducing the use of independent units, it significantly reduces the types and quantities of prefabricated components, improves factory production efficiency and economic benefits, and helps ensure consistent project quality. Third, by introducing independent units and beam joint adjustment as flexible supplements, this layout method possesses strong adaptability, capable of properly handling non-standard bridges, complex alignments, irregular sections of roadbeds and tunnels, and various track panel interface requirements. It achieves reasonable and feasible prefabricated assembly solutions under various working conditions along the entire line, thus systematically supporting the technical goal of transforming maglev transportation track beam structures from traditional cast-in-place to efficient prefabricated assembly.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A prefabricated assembled track-bearing beam structure for maglev transportation, characterized in that, It includes a precast rail support beam and a connecting part. The precast rail support beam is set above the connecting part. The precast rail support beam includes a vertical load-bearing member and a horizontal member. The bottom of the vertical load-bearing member is provided with reserved connecting steel bars, and the top of the horizontal member is integrally formed with a rail support platform. The connection portion includes a steel reinforcement cage and a cast-in-place concrete body. The steel reinforcement cage connects the reserved connecting steel bars with the corresponding steel bars of the lower civil structure. The cast-in-place concrete body covers the steel reinforcement cage. The precast track support beam is integrally fixed to the lower civil structure through the connecting part. The precast track support beam includes independent portal units and combined units. The independent portal unit consists of two columns distributed laterally along the track and a crossbeam connecting the tops of the two columns. The combined unit consists of at least two sets of independent portal units and longitudinal beams connecting adjacent independent portal units. The top surface of the crossbeam of the independent portal unit is provided with the rail support platform, which is located above the top surface of the crossbeam and the column. When a combined unit is used, the longitudinal beam extends along the line direction, and the two ends of the longitudinal beam are respectively connected to the columns of the adjacent independent portal unit. The rail support platform is pre-embedded with a connecting sleeve, which penetrates the rail support platform vertically.

2. The prefabricated assembled rail-bearing beam structure for maglev transportation according to claim 1, characterized in that, When the lower civil structure is a structure formed by cast-in-place construction, the steel reinforcement cage of the connection part includes the reserved connecting steel bars and the vertical steel bars extending from the lower civil structure; the cast-in-place concrete is poured in the binding area of ​​the reserved connecting steel bars and the vertical steel bars.

3. The prefabricated assembled rail-bearing beam structure for maglev transportation according to claim 1, characterized in that, When the lower civil structure is a precast component, the connecting part includes a precast groove, the precast groove is formed on the upper surface of the lower civil structure, and the reserved connecting steel bar extends into the interior of the precast groove.

4. The prefabricated assembled rail-bearing beam structure for maglev transportation according to claim 3, characterized in that, The width of the precast groove along the transverse direction of the track is greater than the width of the vertical load-bearing member along the transverse direction of the track. The depth of the precast groove is greater than the sum of the height of the reserved connecting steel bar and the height of the precast rail beam column inserted into the precast groove. The precast groove is provided with groove connecting steel bars that are arranged intersecting with the reserved connecting steel bars.

5. A prefabricated assembled rail-bearing beam structure for maglev transportation according to claim 4, characterized in that, The prefabricated groove is also provided with longitudinal reinforcing bars, which extend along the line direction and are tied to the groove connecting bars.

6. A construction method for a prefabricated assembled rail-bearing beam structure for maglev transportation, characterized in that, The construction method is applied to the rail-bearing beam structure according to any one of claims 1 to 5, and the construction method includes: S1. Fabricate precast rail support beams, pre-embed and reserve connecting steel bars at the bottom of vertical load-bearing components, and integrally form rail support platforms at the top of horizontal components; S2. Construction of the lower civil engineering structure; S3. Select the connection method according to the type of the substructure: When the lower civil structure is a cast-in-place structure: S311. Vertical reinforcing bars shall be reserved or implanted at the positions of the vertical load-bearing components corresponding to the precast rail beams in the lower civil structure. S312. Position the precast rail support beam so that the reserved connecting steel bars correspond to the vertical steel bars; S313. Install formwork, tie reserved connecting steel bars and vertical steel bars in the connection area of ​​vertical load-bearing members, and pour concrete; When the lower civil structure is a precast structure: S321. When prefabricating the lower civil structure, the connecting part is prefabricated with grooves, and the groove connecting steel bars are pre-embedded in the prefabricated grooves. S322. Insert the lower end of the vertical load-bearing component of the precast rail beam into the precast groove, so that the reserved connecting steel bar extends into the precast groove; S323, Binding reserved connecting steel bars and grooved connecting steel bars; S324. Concrete is poured into the precast groove to form a cast-in-place concrete body; S4. After the cast-in-place concrete reaches the preset strength, complete the overall connection between the precast rail support beam and the lower civil structure.

7. A method for arranging a prefabricated assembled track-bearing beam structure for maglev transportation, characterized in that, include: Sa. Establish a basic database for the line and track panel: Integrate the alignment data from the line design phase, including the line plane curves, longitudinal profile parameters, line chain break parameters, and line structure segmentation data. Analyze and statistically process the transition curves according to curvature and superelevation gradient. Add the data on the layout and type of track panel joints to the database to form the positioning benchmark for the design of precast track beams. Sb. Design the modular precast rail support beam unit and determine the layout scheme for standard bridge sections: Determine the type and quantity of standard beams based on bridge design data; determine the main modular precast rail support beam types based on the principle of minimizing the number of independent precast rail support beam units; determine the layout scheme of precast rail support beams corresponding to various standard beams by adjusting the quantity, type and beam joint combination of modular precast rail support beams. Sc. Design the layout of precast track beams for non-standard bridge sections: Based on the curvature of the transition curves, the superelevation gradient, and the track panel parameters, complete the layout design of precast track beams for non-standard bridge sections. Sd. Design the layout of precast rail beams in roadbed and tunnel sections: Based on the standard combined precast rail beam length and beam joint determined in step Sb, adopt various methods of precast rail beam combination and beam joint adjustment to achieve the layout, and determine the range of beam joint adjustment.

8. The arrangement method according to claim 7, characterized in that, Sd includes: For a given roadbed or tunnel section, the preferred arrangement is to select the longer standard combined precast rail bearing beams and adjust the beam joints. If the standard combined precast rail support beams and beam joint adjustments cannot meet the layout requirements of this section, then independent precast rail support beam units will be set up for combined layout, and the final layout scheme will be determined by beam joint adjustment calculations.

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