Elevated structure and track U-shaped beam thereof

Abstract

The utility model discloses an elevated structure and a track U-shaped beam thereof, and the track U-shaped beam comprises a steel bottom plate, steel webs arranged on the two sides of the steel bottom plate in the vertical height direction, ultra-high performance concrete layers arranged on the tops of the steel webs, and a track structure arranged on the upper surface of the steel bottom plate and located between the steel webs. The height of the steel web is gradually increased from the fulcrum of the track U-shaped beam to the midspan position. According to the technical scheme, under the condition that the height of the structure below the rail surface is not increased, the spanning capacity of the rail U-shaped beam can be greatly improved; the structural height below the rail surface can be kept consistent with that of the standard section U-shaped beam, so that the pier at the top of the transition pier does not need to be staggered; in addition, the method of gradually increasing the height of the steel web is adopted on the outer side of the track U-shaped beam, and it is guaranteed that the top edge line shape of the track U-shaped beam is smooth and attractive.

Description

Technical Field

[0001] The present application relates to the field of bridge engineering, and more specifically, to an elevated structure and a U-shaped rail beam thereof. Background Art

[0002] Rail transit is developing rapidly in today's society. For rail transit lines connecting urban areas and suburbs, elevated structures are indispensable, and the track beams used to carry trains are one of the most important components in elevated structures.

[0003] For suburban rail transit lines, traditional elevated structural cross-sections include top-supported box-type sections and bottom-supported U-type sections. The bottom-supported U-type beams are increasingly widely used due to their advantages such as low building height, good noise reduction performance, good safety against trains falling off the bridge, and the structure can also serve as an auxiliary structure of the bridge deck. However, the current bottom-supported U-type beams still have the limitations of poor torsional stiffness and the inability to be made into large-span bridges (more than 45m) within a reasonable cost range.

[0004] Therefore, how to build a track U-shaped beam with a large span that can meet the stiffness requirements within a reasonable cost range becomes a technical problem that needs to be solved in this application. Utility Model Content

[0005] In view of this, the present application proposes a track U-shaped beam that can overcome the limitations of traditional track U-shaped beams.

[0006] The track U-beam of the present application includes a steel base plate, steel webs arranged on both sides of the steel base plate along the vertical height direction, an ultra-high performance concrete layer arranged on the top of the steel webs, and a track structure arranged on the upper surface of the steel base plate and between the steel webs. The height of the steel webs gradually increases from the fulcrum of the track U-beam to the mid-span position.

[0007] Preferably, the track structure can support a double-track, and the track structure includes a track body and ballast, wherein the track body is arranged on the ballast.

[0008] Preferably, a steel middle web is arranged on the steel bottom plate between the double-track tracks along the vertical height direction, and an evacuation passage is arranged on the top of the steel middle web.

[0009] Preferably, a concrete bridge deck layer is provided between the ballast and the steel base plate.

[0010] Preferably, the concrete bridge deck layer is connected to the steel base plate via a perforated steel plate connector.

[0011] Preferably, a steel diaphragm is provided below the steel bottom plate.

[0012] Preferably, steel longitudinal beams are provided on the sides of the steel diaphragm.

[0013] Preferably, the steel center webs are arranged in two rows that fit closely together.

[0014] Preferably, the height difference between the ground surface of the evacuation passage and the ground surface inside the train compartment is not greater than 110 mm.

[0015] In addition, the present application also proposes an elevated structure, which includes the above-mentioned track U-beam.

[0016] According to the technical solution of the present application, an elevated structure and a U-shaped rail beam thereof are proposed. The U-shaped rail beam can greatly improve the spanning capacity of the U-shaped rail beam without increasing the height of the structure below the rail surface. Since the height of the structure below the rail surface and the standard section U-shaped beam can be kept consistent, the pier tops of the transition piers do not need to be staggered. In addition, a method of gradually increasing the height of the steel web is adopted on the outer side of the U-shaped rail beam to ensure the smoothness and beauty of the top edge line of the U-shaped rail beam.

[0017] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings constituting a part of the present application are used to provide a further understanding of the present application, and the schematic implementation modes and descriptions of the present application are used to explain the present application. In the accompanying drawings:

[0019] Figure 1 This is a schematic structural diagram of a track U-shaped beam according to an embodiment of the present application;

[0020] Figure 2 for Figure 1 The schematic diagram of the structure of the track U-beam in the viaduct is shown. DETAILED DESCRIPTION

[0021] The specific implementation of the present application is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0022] In the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "set", "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; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances; in this application, unless otherwise specified, the directional words used, such as "up, down, left, and right", generally refer to the up, down, left, and right shown in the reference drawings; "inside and outside" refer to the inside and outside relative to the outline of each component itself. The present application will be described in detail below with reference to the drawings and in combination with the implementation methods.

[0023] In order to solve the limitation that the existing track U-shaped beams cannot be made into long-span bridges (more than 45 meters) within a reasonable cost range, the present application proposes a track U-shaped beam, which includes a steel base plate 10, a steel web plate 20, an ultra-high performance concrete layer 30 and a track structure 40; wherein the steel web plates 20 are arranged on both sides of the steel base plate 10 along the vertical height direction, the ultra-high performance concrete layer 30 is arranged on the top surface of the steel web plates 20, and the track structure 40 is arranged on the upper surface of the steel base plate 10 and between the steel web plates 20; different from the previous track U-shaped beams, the height of the steel web plates 20 of the present application is gradually increased from the fulcrum of the beam to the mid-span position, such as Figure 2 shown.

[0024] It should be noted that the "ultra-high performance concrete layer" mentioned here is a new type of concrete with high strength, high durability, high toughness and excellent construction performance. Its English expression is Ultra-High Performance Concrete, abbreviated as UHPC.

[0025] Since the bending pressure on the track U-shaped beam gradually increases from the fulcrum to the mid-span position, this feature can be solved by gradually increasing the height of the steel web 20 from the fulcrum to the mid-span position, that is, gradually increasing the longitudinal stiffness of the track U-shaped beam section from the fulcrum to the mid-span position; in addition, by providing an ultra-high performance concrete layer on the top surface of the steel web 20 on both sides of the track U-shaped beam, the problem of excessive pressure on the top of the track U-shaped beam in large span conditions, especially the top of the track U-shaped beam at the mid-span position, can be effectively solved.

[0026] The use of a steel and ultra-high performance concrete laminated construction method can ensure lightweight erection during construction, making it easier to hoist or install a bridge crane. The rail U-beam can greatly improve the spanning capacity without increasing the height of the structure below the track surface. The rail U-beam uses a steel and ultra-high performance concrete laminated construction method, which greatly reduces its cost compared to a pure steel structure rail U-beam. Moreover, the steel and ultra-high performance concrete laminated construction method can achieve better shock absorption and noise reduction effects than a pure steel structure. Since the structure height below the track surface can be consistent with the standard U-beam, the top pier of the transition pier does not need to be staggered. In addition, the method of gradually increasing the height of the steel web on the outside of the rail U-beam ensures that the top edge of the rail U-beam is smooth and beautiful.

[0027] Furthermore, in order to improve the carrying capacity of the rail transit line so that it can meet the transportation requirements, the track structure 40 can be configured to support a double-track track. This configuration can improve the lateral stiffness of the track U-beam, and then improve the overall stiffness of the track U-beam; the track structure 40 can be configured in a variety of ways as needed. Preferably, the track structure 40 can be configured to include a track body 41 and ballast 42, and the track body 41 is set on the ballast 42; wherein the track body 41 includes rails and sleepers, and the ballast 42 can be selected from rock gravel with high hardness and wear resistance or pebbles of appropriate particle size as needed.

[0028] In order to cope with emergencies that may occur during the operation of the train and ensure that the rail transit line can meet the requirements of safe operation, it is necessary to set an evacuation passage 60 between the double-track tracks. Specifically, a steel mid-web 50 can be set along the vertical height direction on the steel bottom plate 10 between the double-track tracks, and the evacuation passage 60 is set on the top of the steel mid-web 50, that is, the steel mid-web 50 is used to support the evacuation passage 60.

[0029] In order to further enhance the transverse rigidity of the U-shaped rail beam and to prevent the ballast 42 composed of crushed stone or pebbles from damaging the steel base plate 10 during daily use and maintenance of the rail transit line, a concrete bridge deck layer 70 may be provided between the ballast 42 and the steel base plate 10. That is, the concrete bridge deck layer 70 may enhance the transverse rigidity of the U-shaped rail beam on the one hand and provide a protective effect on the steel base plate 10 on the other hand.

[0030] There are many ways to connect the concrete bridge deck 70 and the steel base plate 10, for example, the two can be connected by shear connectors, such as welding nails, or by embedded parts or adhesives. Because the perforated steel plate connector can effectively transmit shear force and partial bending moment, enhance the connection performance and cooperative working ability between the two different materials of steel and concrete, and play an important role in ensuring the integrity and safety of the structure, preferably, the concrete bridge deck 70 can be connected to the steel base plate 10 through the perforated steel plate connector.

[0031] In order to further enhance the transverse rigidity of the track U-shaped beam so that it can meet the requirements for transverse rigidity in the case of a large span, a steel diaphragm 80 can be provided below the steel bottom plate 10. The provision of the steel diaphragm 80 can improve the transverse integrity and rigidity of the track U-shaped beam, reduce transverse deformation, help distribute the load more evenly to the entire track U-shaped beam structure, and extend the service life of the track U-shaped beam.

[0032] Furthermore, a steel longitudinal beam 90 may be provided on the side of the steel diaphragm 80. The steel diaphragm 80 and the steel longitudinal beam 90 are vertically connected to each other to form a vertical and horizontal cross grid, which together constitute the bottom steel skeleton structure of the track U-shaped beam. The steel longitudinal beam 90 is mainly used to bear most of the longitudinal load of the track U-shaped beam, such as the longitudinal force generated by the running of the train, which helps to maintain the longitudinal stiffness and stability of the track U-shaped beam.

[0033] The steel cross diaphragm 80 and the steel longitudinal beam 90 work together to greatly improve the structural strength, rigidity and stability of the track U-beam, so that the track U-beam can meet the safety and reliability requirements of rail transit operation.

[0034] As a life passage for passengers and crew members to evacuate quickly in an emergency, the evacuation passage 60 must be firmly and reliably constructed. To this end, the steel middle web 50 supporting the evacuation passage 60 can be arranged in two tightly fitting rows to ensure that the evacuation passage 60 is firmly and reliably supported.

[0035] Furthermore, in order to facilitate passengers and crew members to quickly evacuate from the train compartment to a safe area through the evacuation passage 60 in an emergency, the height difference between the ground surface of the evacuation passage 60 and the ground surface inside the train compartment can be set to no more than 110 mm.

[0036] In addition, according to another aspect of the present application, an elevated structure is also proposed, and the elevated structure includes the above-mentioned track U-beam.

[0037] According to the technical solution of the present application, an elevated structure and its track U-beam are proposed. The track U-beam can significantly improve the spanning capacity of the track U-beam without increasing the height of the structure below the track surface. Since the height of the structure below the track surface can be consistent with that of the standard section U-beam, the top pier of the transition pier does not need to be staggered. In addition, the method of gradually increasing the height of the steel web on the outside of the track U-beam ensures the smoothness and beauty of the top edge of the track U-beam. In addition, the track U-beam of the present application is not only suitable for simply supported beams, but also for continuous beams. In particular, for simply supported beams, the spanning capacity can be increased to 45m-60m.

[0038] In addition, compared with the manufacturing process of the traditional rail U-shaped beam, the manufacturing process of the rail U-shaped beam of the present application is more concise, and mainly includes the following implementation steps:

[0039] Step 1: The factory manufactures the steel structure of the track U-beam in sections or as a whole;

[0040] Step 2: transport the steel structure of the constructed U-shaped rail beam to the site, and place the steel structure of the U-shaped rail beam in place by hoisting or by erecting a bridge crane;

[0041] Step 3: construct an ultra-high performance concrete layer on top of the outer steel web of the track U-beam;

[0042] Step 4: Construct the concrete bridge deck on top of the track U-beam steel bottom plate;

[0043] Step 5: Lay the track structure and complete the installation of infrastructure such as the four electrical systems (communication, signaling, power and electrification).

[0044] The preferred embodiments of the present application are described in detail above; however, the present application is not limited to the specific details in the above embodiments. Within the technical concept of the present application, a variety of simple modifications can be made to the technical solution of the present application, and these simple modifications all fall within the protection scope of the present application.

[0045] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this application will not further describe various possible combinations.

[0046] In addition, the various implementation modes of the present application may be arbitrarily combined, and as long as they do not violate the concept of the present application, they should also be regarded as the contents disclosed in the present application.

Claims

1. Track U-beam, characterized in that: The invention comprises a steel base plate (10), steel webs (20) arranged on both sides of the steel base plate (10) in the vertical height direction, an ultra-high performance concrete layer (30) arranged on top of the steel webs (20), and a track structure (40) arranged on the upper surface of the steel base plate (10) and between the steel webs (20), wherein the height of the steel webs (20) gradually increases from the fulcrum of the track U-beam to the mid-span position.

2. The track U-shaped beam according to claim 1, characterized in that: The track structure (40) is capable of supporting a double-track track. The track structure (40) comprises a track body (41) and ballast (42). The track body (41) is arranged on the ballast (42).

3. The track U-shaped beam according to claim 2, characterized in that: A steel middle web (50) is arranged on the steel bottom plate (10) between the double-track tracks along the vertical height direction, and an evacuation passage (60) is arranged on the top of the steel middle web (50).

4. The track U-shaped beam according to claim 3, characterized in that: A concrete bridge deck layer (70) is arranged between the ballast (42) and the steel bottom plate (10).

5. The track U-shaped beam according to claim 4, characterized in that: The concrete bridge deck layer (70) is connected to the steel bottom plate (10) via a perforated steel plate connector.

6. The track U-shaped beam according to claim 5, characterized in that: A steel diaphragm (80) is arranged below the steel bottom plate (10).

7. The track U-shaped beam according to claim 6, characterized in that: A steel longitudinal beam (90) is arranged on the side of the steel transverse partition (80).

8. The track U-shaped beam according to claim 7, characterized in that: The steel middle webs (50) are arranged in two rows that fit closely together.

9. The track U-shaped beam according to any one of claims 3 to 8, characterized in that: The height difference between the ground surface of the evacuation passage (60) and the ground surface inside the train compartment is no more than 110 mm.

10. An elevated structure, characterized in that The elevated structure comprises the track U-beam as described in any one of claims 1-9.

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