Steel-concrete combined track beam and track traffic system

Abstract

The steel-concrete combined track beam comprises two walking beams which are arranged in parallel in a spaced mode, each walking beam comprises a steel groove and a reinforced concrete layer, an opening of each steel groove is upward, the steel grooves are arranged in the length direction of the corresponding walking beam, and the reinforced concrete layers are poured in the steel grooves; and the top surface of the reinforced concrete layer forms a walking surface suitable for the rail vehicle to walk. The rail transit system comprises the rail beam and the rail vehicle. The steel groove and the reinforced concrete layer form an overall closed structure, the overall bearing capacity is higher, the tensile force borne by the beam face of the hogging moment area of the track beam is mainly borne or counteracted by the steel bars, the tensile force borne by concrete is relieved, and therefore the problem that cracks are likely to be generated on the concrete surface of the hogging moment area of the track beam is solved.

Description

Technical Field

[0001] The present disclosure relates to the field of rail transit, and in particular to a steel-concrete combined rail beam and a rail transit system. Background Art

[0002] In the related technology, continuous steel beams or steel-concrete composite beams are used as the bearing and guiding structure of rail vehicles. The continuous steel rail beam structure has a simple and clear force and a large spanning capacity, but its running surface has poor anti-skid performance; the steel-concrete composite rail beam, concrete is poured on a steel plate with shear nails, and the top surface of the reinforced concrete layer is used as the running surface of the wheel. It has strong anti-skid ability, but cracks are easily generated on the concrete surface in the negative bending moment area of ​​the rail beam. Utility Model Content

[0003] In order to overcome the defects of the above-mentioned steel-concrete combined track beam, the present disclosure proposes a steel-concrete combined track beam, and further proposes a rail transit system.

[0004] The steel-concrete combined track beam comprises two running beams arranged in parallel and at intervals, each of the running beams comprises a steel trough and a reinforced concrete layer, the steel trough opening faces upward and is arranged along the length direction of the running beam, the reinforced concrete layer is cast in the steel trough, and the top surface of the reinforced concrete layer forms a running surface suitable for the running of rail vehicles.

[0005] In the prior art, concrete is poured on a steel plate with shear nails to form a layered structure of concrete layer and steel plate. In the technical solution disclosed in the present invention, the steel trough and the reinforced concrete layer form an integral closed structure with a stronger overall bearing capacity. The tensile force on the beam surface in the negative bending moment area of ​​the track beam is mainly borne or offset by the steel bars, which reduces the tensile force on the concrete, thereby improving the problem of cracks on the concrete surface in the negative bending moment area of ​​the track beam.

[0006] Specifically, the reinforced concrete layer includes a steel bar assembly, and the steel bar assembly is fixed in the steel channel.

[0007] Optionally, the steel bar assembly includes transverse bars, longitudinal bars and annular stirrups; the longitudinal bars are parallel to the length direction of the steel trough and are arranged in plurality at intervals; the transverse bars include a top edge and two vertical edges arranged in parallel and at intervals, and the two ends of the top edge are respectively connected to the upper ends of the two vertical edges; a plurality of transverse bars are arranged in parallel and at intervals along the length direction of the longitudinal bars; the top edge is connected to at least one of the longitudinal bars, and the annular stirrups are connected to two vertical edges of the plurality of transverse bars.

[0008] Optionally, the steel bar assembly also includes a connecting plate, which is located in the interval between the two transverse bars, the bottom surface of the connecting plate is fixed to the longitudinal bars, the connecting plate connects the two side surfaces of the steel trough, and the top surface is not higher than the top surface of the reinforced concrete layer.

[0009] Optionally, the steel bar assembly includes prestressed steel bars and a protective tube, the prestressed steel bars are inserted into the protective tube, and the protective tube is fixed in a groove of the steel groove.

[0010] Optionally, the running beam further includes a web and a bottom plate, and the web is connected between the steel channel and the bottom plate.

[0011] Optionally, the web thickness centerline coincides with the symmetry centerline of the steel channel.

[0012] Optionally, the running beam further includes an anti-rollover plate, which is protruding and fixed on a side surface of the steel trough, the side surface being the opposite side of the two parallel and spaced running beams, the top surface of the anti-rollover plate being flush with the top surface of the reinforced concrete layer, and the length extension direction of the anti-rollover plate being the length direction of the running beam.

[0013] Optionally, at least one cross beam is fixedly connected between the two running beams.

[0014] Optionally, the crossbeam is an I-beam, the lower flange of the I-beam is connected to the bottom plate, and both ends of the I-beam are connected to the web.

[0015] Optionally, a stiffening rib is welded between the steel channel and the bottom plate, and the stiffening rib is welded to the web.

[0016] A rail transit system comprises the above-mentioned rail beam and rail vehicle, wherein the rail vehicle comprises running wheels and guide wheels, wherein the running wheels run on the top surface of the reinforced concrete layer, and the guide wheels cooperate with the side surfaces of the steel trough to guide the rail vehicle.

[0017] Additional aspects and advantages of the present disclosure will be given in part in the following description and in part will be obvious from the following description or learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present disclosure will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 A schematic diagram of a steel-concrete combined track beam and a rail transit system according to an embodiment of the present disclosure;

[0020] Figure 2 A schematic diagram of a steel-concrete combined track beam according to an embodiment of the present disclosure;

[0021] Figure 3 The figure is a schematic diagram of a steel bar assembly of a steel-concrete composite track beam according to an embodiment of the present disclosure.

[0022] Reference numerals:

[0023] Rail transit system 1000; rail vehicle 200; running wheel 201; guide wheel 202; anti-rollover member 203;

[0024] Track beam 100;

[0025] Running beam 120; steel channel 121; web 122; bottom plate 123; reinforced concrete layer 124; reinforcement assembly 130; transverse reinforcement 131; vertical edge 131a; top edge 131b; longitudinal reinforcement 132; annular stirrup 133; connecting plate 134;

[0026] Cross beam 140; I-beam 141; anti-rollover plate 150; stiffening rib 160 DETAILED DESCRIPTION

[0027] Embodiments of the present disclosure are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present disclosure, and cannot be understood as limiting the present disclosure.

[0028] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present disclosure, unless otherwise specified, "multiple" means two or more.

[0029] In the description of the present disclosure, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to the specific circumstances.

[0030] Reference below Figure 1 and Figure 2 A steel-concrete combined track beam according to an embodiment of the present disclosure is described, comprising two running beams 120 arranged in parallel and spaced apart, each running beam 120 comprising a steel trough 121 and a reinforced concrete layer 124, the steel trough 121 opening upward and arranged along the length direction of the running beam 120, the reinforced concrete layer 124 cast in the steel trough 121, and the top surface of the reinforced concrete layer 124 forms a running surface suitable for the running of a rail vehicle 200.

[0031] In the prior art, concrete is poured on a steel plate with shear nails to form a layered structure of concrete layer and steel plate. In the technical solution disclosed in the present invention, the steel trough and the reinforced concrete layer form an integral closed structure with a stronger overall bearing capacity. The tensile force on the beam surface in the negative bending moment area of ​​the track beam is mainly borne or offset by the steel bars, which reduces the tensile force on the concrete, thereby improving the problem of cracks on the concrete surface in the negative bending moment area of ​​the track beam.

[0032] In addition, in the technical solution disclosed in the present invention, the three sides of the steel trough are wrapped with concrete. When pouring concrete on site, no additional pouring formwork is required, and no prefabrication in the factory is required. Only one on-site pouring is required, and there is no secondary processing. The construction process is simpler and easier.

[0033] like Figure 2 and Figure 3 In the embodiment, the reinforced concrete layer 124 includes a steel bar assembly 130, and the steel bar assembly 130 is fixed in the steel channel 121.

[0034] The steel bar assembly 130 includes a transverse bar 131, a longitudinal bar 132 and an annular stirrup 133; the longitudinal bar 132 is parallel to the longitudinal direction of the steel channel 121, and multiple of the longitudinal bars 132 are arranged at intervals; the transverse bar 131 includes a top edge 131b and two parallel and spaced vertical edges 131a, and the two ends of the top edge 131b are respectively connected to the upper ends of the two vertical edges 131a; multiple transverse bars 131 are arranged in parallel and spaced along the length direction of the longitudinal bars 132; the top edge 131b is connected to at least one longitudinal bar 132, and the annular stirrup 133 is connected to the two vertical edges 131a of the multiple transverse bars 131. In some embodiments, the transverse bar 131 can also be a closed rectangle. The steel bar assembly 130 is fixed in the steel channel 121 by welding at least one of the transverse bar 131, the longitudinal bar 132 and the annular stirrup 133 to the steel channel 130.

[0035] The steel bar assembly 130 may also include a connecting plate 134, which is located in the gap between the two transverse bars 131, the bottom surface of the connecting plate 134 is fixed to the longitudinal bars 132, the connecting plate 134 connects the two side surfaces of the steel channel 121, and the top surface is not higher than the top surface of the reinforced concrete layer 124.

[0036] The steel trough is partially connected with the connecting plate to form a stable closed structure, and the concrete and steel beam have better integrity and coordinated force bearing properties. The connecting plate connects the steel trough to ensure that it will not deform, and fixes the steel cage to ensure that the steel cage will not shift.

[0037] In some embodiments, the steel bar assembly may also include prestressed steel bars and protective tubes. The prestressed steel bars are passed through the protective tubes. The protective tubes are fixed to the grooves of the steel grooves by welding the positioning steel bars and are included in the reinforced concrete layer poured in the grooves. After the prestressed steel bars are tensioned, concrete is poured in the protective tubes. According to the design load and relevant specifications, the aforementioned prestressed steel bars and protective tubes may be separately arranged in the steel grooves 121, or may be arranged in the space formed by the transverse bars 131, the longitudinal bars 132 and the annular stirrups 133. Both implementations allow the reinforced concrete layer to bear compressive stress in advance. The former has a simpler construction process, and the latter has better force bearing capacity. When the track beam is subjected to tensile stress in the negative bending moment zone, the compressive stress will offset the tensile stress and reduce the tensile force on the concrete.

[0038] like Figure 1 and Figure 2 The running beam 120 further includes a web 122 and a bottom plate 123, wherein the web 122 is connected between the steel groove 121 and the bottom plate 123. The thickness center line of the web 122 is consistent with the symmetric center line of the steel groove 121, and the bearing effect of the track beam of this technical solution is better. In other embodiments, the thickness center line of the web can be biased toward one side of the steel groove 121. This eccentric solution can eliminate the stiffening rib on the side with a smaller width, so the welding process is simpler.

[0039] like Figure 1-3 The running beam 120 also includes an anti-rollover plate 150, which is protruding and fixed on the side of the steel trough 121, which is the side facing the two running beams 120 arranged in parallel and spaced apart. The top surface of the anti-rollover plate 150 is flush with the top surface of the reinforced concrete layer 124, and the length extension direction of the anti-rollover plate 150 is the length direction of the running beam 120. When the rail vehicle 200 rolls over a certain threshold, the anti-rollover plate 150 abuts against the anti-rollover member 203 on the rail vehicle 200 to prevent the rail vehicle 200 from rolling over and ensure the safe driving of the rail vehicle. The anti-rollover plate 150 in this embodiment can be prefabricated and welded in the factory, and does not require secondary production and installation on site. Its process is simpler, its force performance is better, and its structural integrity is better.

[0040] At least one crossbeam 140 is fixedly connected between the two running beams 120. In some embodiments, the crossbeam 140 is an I-beam 141, the lower flange of the I-beam 141 is connected to the bottom plate 123, and the two ends of the I-beam 141 are connected to the web 122. In other embodiments, the crossbeam 140 can also be a steel plate, angle steel, steel pipe, or steel rectangular tube.

[0041] A stiffening rib 160 is welded between the steel channel 121 and the bottom plate 123, and the stiffening rib 160 is welded to the web 122. The stiffening rib 160 can be welded at symmetrical positions on both sides of the web 122, or at staggered positions on both sides; in other embodiments where the web is eccentrically arranged, the stiffening rib can also be welded only on one side of the web, and the welding process is simpler when the force is satisfied; in some other embodiments where the cross beam is an I-beam 141, the stiffening rib located on one side of the I-beam 141 is connected to the steel channel 121 at the top end and connected to the upper flange plate of the I-beam 140 at the bottom end.

[0042] A rail transit system 1000 includes the aforementioned rail beam 100 and a rail vehicle 200. The rail vehicle 200 includes a running wheel 201 and a guide wheel 202, wherein the running wheel 201 runs on the top surface of the reinforced concrete layer 124, and the guide wheel 202 cooperates with the side surface of the steel channel 121 to guide the rail vehicle.

[0043] In this rail transit system, the reinforced concrete layer of the track beam is not prone to cracks in the negative bending moment area; the running wheels run on the reinforced concrete layer, and the anti-skid effect is better; in addition, in the related technology, concrete is used as the guide surface, while the side of the steel trough of this system is used as the guide surface, which is not prone to bumps and damage; it can be seen that the reliability and maintainability of the system are better.

[0044] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0045] Although embodiments of the present disclosure have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and alterations may be made to the embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A steel-concrete combined track beam, characterized in that: It comprises two running beams arranged in parallel and at intervals, each of the running beams comprises a steel trough and a reinforced concrete layer, the steel trough opening faces upward and is arranged along the length direction of the running beam, the reinforced concrete layer is cast in the steel trough, and the top surface of the reinforced concrete layer forms a running surface suitable for rail vehicles to run.

2. The steel-concrete combined track beam according to claim 1, characterized in that: The reinforced concrete layer includes a steel bar assembly, and the steel bar assembly is fixed in the steel channel.

3. The steel-concrete combined track beam according to claim 2, characterized in that: The steel bar assembly includes transverse bars, longitudinal bars and annular stirrups; the longitudinal bars are parallel to the length direction of the steel channel and are arranged in plurality at intervals; the transverse bars include a top edge and two vertical edges arranged in parallel and at intervals, and the two ends of the top edge are respectively connected to the upper ends of the two vertical edges; a plurality of transverse bars are arranged in parallel and at intervals along the length direction of the longitudinal bars; the top edge is connected to at least one of the longitudinal bars, and the annular stirrups are connected to two vertical edges of the plurality of transverse bars.

4. The steel-concrete combined track beam according to claim 3 is characterized in that: The steel bar assembly also includes a connecting plate, which is located in the interval between two transverse bars, the bottom surface of the connecting plate is fixed on the longitudinal bars, the connecting plate connects the two side surfaces of the steel channel, and the top surface is not higher than the top surface of the reinforced concrete layer.

5. The steel-concrete combined track beam according to claim 2 or 3, characterized in that: The steel bar assembly includes prestressed steel bars and a protection tube, the prestressed steel bars are passed through the protection tube, and the protection tube is fixed in the groove of the steel groove.

6. The steel-concrete combined track beam according to claim 1, characterized in that: The running beam further comprises a web and a bottom plate, wherein the web is connected between the steel channel and the bottom plate.

7. The steel-concrete combined track beam according to claim 6, characterized in that: The web thickness centerline is consistent with the symmetry centerline of the steel channel.

8. The steel-concrete combined track beam according to claim 1, characterized in that: The running beam also includes an anti-rollover plate, which protrudes and is fixed on the side of the steel trough, and the side is the side facing the two parallel and spaced running beams. The top surface of the anti-rollover plate is flush with the top surface of the reinforced concrete layer, and the length extension direction of the anti-rollover plate is the length direction of the running beam.

9. The steel-concrete combined track beam according to claim 6, characterized in that: At least one cross beam is fixedly connected between the two running beams.

10. The steel-concrete combined track beam according to claim 9, characterized in that: The cross beam is an I-beam, the lower flange of the I-beam is connected to the bottom plate, and the two ends of the I-beam are connected to the web.

11. The steel-concrete combined track beam according to claim 6, characterized in that: A plurality of stiffening ribs are welded between the steel channel and the bottom plate, and the stiffening ribs are welded to the web plate.

12. A rail transit system, characterized in that: It comprises the track beam and track vehicle as described in any one of claims 1 to 11, wherein the track vehicle comprises running wheels and guide wheels, the running wheels run on the top surface of the reinforced concrete layer, and the guide wheels cooperate with the side surfaces of the steel trough to guide the track vehicle.

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