Track beam structure

Abstract

The embodiment of the utility model provides a track beam structure, and relates to the technical field of track traffic, the track beam structure comprises a bearing beam group provided with an evacuation channel; each track comprises a track section, each track section comprises a first top plate, a first web plate and a first bottom plate, the first bottom plates are arranged at the tops of the bearing beam sets, the first web plates are connected with the first top plates and the first bottom plates, and the first top plates are located above the first bottom plates; the opposite side faces of the first web plates of the two rails form guide faces for limiting the moving direction of the train, the top faces of the first top plates form walking faces for supporting the train, and therefore after fireproof coating is conducted on the rail beams, normal running of the train cannot be affected, and the fireproof coating effect cannot be damaged due to running of the train.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a track beam structure. Background Art

[0002] The track beam of the Yunba is both a bridge load-bearing structure and a guide structure for the Yunba train. The track beam of the Yunba can be a steel structure, and the track beam includes a left longitudinal beam, a right longitudinal beam and a middle cross beam. The left longitudinal beam and the right longitudinal beam are generally an integrally formed I-beam structure, and the middle cross beam connects the left longitudinal beam and the right longitudinal beam. When in use, the top of the left longitudinal beam and the right longitudinal beam form a walking surface in contact with the running wheels of the Yunba train, and the side surfaces adjacent to the left longitudinal beam and the right longitudinal beam form a guide surface in contact with the guide wheels of the Yunba train, and the top of the middle cross beam is paved with a walkway plate as an evacuation and maintenance channel for the track beam.

[0003] At present, in some areas, it is necessary to apply fireproof coating to the rail beams of Yunba, that is, to apply fireproof coating on the surface of the rail beams to improve the safety of rail evacuation and maintenance, and to protect the rail beams. The left and right longitudinal beams are both one-piece I-beam structures. If only partial fireproof coating is applied, not only will the operation be extremely difficult, but it will also be difficult to ensure that the left and right longitudinal beams can remain stable for a long time in a fire. Therefore, the rail beam can only be coated with fireproof coating as a whole.

[0004] However, when the Yunba train is running, the running wheels and guide wheels will roll over the fire-retardant coating, which will not only easily damage the fire-retardant coating, but also easily cause the tires of the Yunba train to slip. Utility Model Content

[0005] The embodiment of the present application provides a track beam structure, which is used to achieve the effect that after the track beam is fire-retardantly coated, it will neither affect the normal running of the train nor damage the fire-retardant coating due to the running of the train.

[0006] The present application embodiment provides a track beam structure, including:

[0007] A load-bearing beam, wherein an evacuation passage is provided on the load-bearing beam group;

[0008] At least two tracks, the track includes a track segment, the track segment includes a first top plate, a first web plate and a first bottom plate, the first bottom plate is arranged on the top of the load-bearing beam group, the first web plate connects the first top plate and the first bottom plate, the first top plate is located above the first bottom plate, the side surfaces opposite to the first web plates of the two tracks form a guide surface for limiting the moving direction of the train, and the top surface of the first top plate forms a walking surface for supporting the train.

[0009] In some possible designs, the first bottom plate is detachably connected to the top of the load-bearing beam group via at least two first connecting members.

[0010] In some possible designs, at least one adjustment member is provided between the first bottom plate and the top of the longitudinal beam, so as to adjust the installation height of the first top plate on the longitudinal beam and the inclination angle of the first top plate relative to the load-bearing beam group through the adjustment member.

[0011] In some possible designs, the adjustment member includes at least one of an adjustment flat plate and an adjustment inclined plate, the adjustment flat plate is used to adjust the installation height of the first top plate on the load-bearing beam group, and at least one of the upper surface or the lower surface of the adjustment inclined plate is tilted to adjust the inclination angle of the first top plate relative to the load-bearing beam group.

[0012] In some possible designs, at least two track segments are provided, and the track segments are connected in sequence along the extension direction of the load-bearing beam group.

[0013] In some possible designs, the connection between two adjacent track segments has a connection joint, and the connection joint includes at least one inclined expansion joint.

[0014] In some possible designs, the inclined expansion joint includes a first joint, and the adjacent end surfaces of at least two adjacent track segments are first inclined surfaces. The first inclined surfaces of the two track segments jointly form the first joint, and the two first inclined surfaces are parallel to each other, and the projections of the two first inclined surfaces in the horizontal direction at least partially overlap.

[0015] In some possible designs, the inclined seam expansion joint further includes a second seam, two seam plates are oppositely arranged below the two first inclined surfaces, the two seam plates are respectively connected to the first web plates, and one surface of the seam plate is flush with the guide surface;

[0016] The butting surfaces of the two seam plates are second inclined planes parallel to each other, the second inclined planes of the two seam plates jointly form the second seam, and the projections of the two second inclined planes in the vertical direction at least partially overlap.

[0017] In some possible designs, one end of the seam plate is opposite to the end of the first web, and the seam plate is detachably connected to a first pad, the first pad is connected to the first web, and the first pad is located on the side of the seam plate and the first web away from the guide surface.

[0018] In some possible designs, the first pad and the seam plate are detachably connected via at least one second connector.

[0019] In some possible designs, at least one countersunk hole is provided on the joint plate, and the second connecting member is inserted into the countersunk hole to connect the joint plate and the first pad, and an end of the second connecting member is hidden in the countersunk hole.

[0020] In some possible designs, the thickness of the seam plate is greater than the thickness of the first web, and at least one second pad is provided between the first pad and the first web so as to adjust the distance between the first pad and the first web via the second pad.

[0021] In some possible designs, a projection of a connection point between the seam plate and the first web plate in the vertical direction is located inside the first top plate.

[0022] In some possible designs, the load-bearing beam group includes two longitudinal beams and a cross beam, the two longitudinal beams are arranged side by side, the longitudinal beams include a second top plate, a second bottom plate and a second web plate, the second web plate connects the second top plate and the second bottom plate, the second bottom plate is located below the second top plate, the second top plate is connected to the first bottom plate, the two rails are correspondingly arranged on the top of the second top plate, the cross beam is used to connect the two second web plates and form the evacuation passage between the top of the cross beam and the second web plate.

[0023] In some possible designs, at least one stiffening rib is disposed between the first top plate and the first bottom plate, and between the second top plate and the second bottom plate.

[0024] The track beam structure provided in the embodiment of the present application is provided with a load-bearing beam group and a track, and the track can be composed of multiple track segments. After the track is installed on the load-bearing beam group, the top of the first top plate of the track forms a walking surface, and one side of the first web of the track forms a guide surface. The running wheels of the train contact the walking surface, driving the train to move while supporting the train. The guide wheels of the train contact the guide surface, guiding the train to move along the extension direction of the track. When performing fire-retardant coating, only the load-bearing beam group can be fire-retardantly coated, and the track is not fire-retardantly coated. In this way, even if a fire occurs, the load-bearing beam group can be fireproof, so that the probability of damage to the load-bearing beam group due to fire is greatly reduced. The track and the load-bearing beam group are separated and can be divided into multiple track segments. When the track is damaged, replacement and maintenance are also relatively convenient. Therefore, after the track beam is fire-retardantly coated, it will neither affect the travel of the train nor damage the fire-retardant coating on the surface of the load-bearing beam group due to the travel of the train. In addition, when a fire occurs, only the track that is easy to replace is easily damaged, so that the maintenance difficulty of the track beam is greatly reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0026] Figure 1 This is a schematic diagram of the structure of the existing Yunba train track beam;

[0027] Figure 2 A cross-sectional view of a track beam structure provided in an embodiment of the present application;

[0028] Figure 3 for Figure 2 Elevation drawing of the track beam in;

[0029] Figure 4 for Figure 2 A top plan view of the track in;

[0030] Figure 5 for Figure 2 Bottom plan view of the track in ;

[0031] Figure 6 for Figure 2 The top plan view of the load-bearing beam group in;

[0032] Figure 7 for Figure 2 Bottom plan of the load-bearing beam group in;

[0033] Figure 8 A node diagram of a slanted expansion joint provided in an embodiment of the present application;

[0034] Fig. 9 for Figure 8 A-direction view of the node diagram of the inclined expansion joint;

[0035] Fig.10 for Figure 8 BB section diagram in;

[0036] Fig.11 for Figure 8 Schematic diagram of the connection structure between the first web and the seam plate.

[0037] Reference numerals:

[0038] 10-transition pier; 20-longitudinal beam top plate; 30-cross beam top plate; 40-longitudinal beam web plate; 50-longitudinal beam bottom plate; 60-cross beam bottom plate; 70-cross beam web plate;

[0039] 100-track segment; 110-first top plate; 120-first web plate; 130-first bottom plate; 140-first inclined surface;

[0040] 200-load-bearing beam group; 210-longitudinal beam; 211-second top plate; 212-second web plate; 213-second bottom plate; 220-cross beam; 221-third top plate; 222-third web plate; 223-third bottom plate;

[0041] 300-first connecting member;

[0042] 400-connection joint; 410-oblique expansion joint;

[0043] 500-adjustment parts;

[0044] 600- stiffening ribs;

[0045] 700-joining plate; 710-first pad; 720-second pad; 730-second inclined surface;

[0046] 800-second connecting piece.

[0047] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0048] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0049] Figure 1 The schematic diagram of the structure of the existing Yunba train track beam is shown in Figure 1. Figure 1 As shown, the steel structure track beams of the existing Yunba train mainly include two left and right longitudinal beams and a cross beam between the two longitudinal beams. The longitudinal beam includes a longitudinal beam top plate 20, a longitudinal beam web 40 and a longitudinal beam bottom plate 50. The longitudinal beam web 40 connects the longitudinal beam top plate 20 and the longitudinal beam bottom plate 50. The cross beam includes a cross beam top plate 30, a cross beam web 70 and a cross beam bottom plate 60. The cross beam web 70 connects the cross beam top plate 30 and the cross beam bottom plate 60. The cross beam top plate 30 and the cross beam web 70 connect the two longitudinal beam webs 40. The cross beam bottom plate 60 connects the two longitudinal beam bottom plates 50.

[0050] When the Yunba train is running, the longitudinal beam top plate 20 also serves as the running surface of the Yunba train, contacting with the running wheels of the Yunba train, the longitudinal beam web 40 also serves as the guide surface, contacting with the guide wheels of the Yunba train to limit the moving direction of the Yunba train, and the top of the crossbeam top plate 30 is paved with a walkway plate as an evacuation and maintenance passage.

[0051] At present, the track beams of Yunba trains are generally steel structures. Although steel structures are non-combustible, they are a good conductor of heat. Once the temperature exceeds a certain value, the mechanical properties of the steel will be destroyed. After adding a fire-retardant coating on the surface of the steel structure, it can not only reduce the probability of fire, but also insulate through the fire-retardant coating to prevent the steel structure from heating up rapidly in a fire, buy time for escape and rescue, and reduce the harm of the fire. Therefore, some areas require that the track beams of Yunba trains be fire-retardantly coated.

[0052] When applying fire-retardant coating, if you want to buy time for escape and rescue, you need to apply fire-retardant coating to the entire track beam, that is, both the walking surface and the guide surface have fire-retardant coating. This causes the walking wheels and guide wheels to crush the fire-retardant coating when the Yunba train is running, causing the fire-retardant coating to be damaged and fall off, affecting the fire-retardant performance of the track beam. At the same time, the friction coefficient of the fire-retardant coating surface is low, which can easily cause the tires of the Yunba train to slip, affecting the safety of the Yunba train operation.

[0053] In order to avoid the above problems, the embodiment of the present application provides a track beam, which is divided into a track and a load-bearing beam group. The load-bearing beam group is installed on structures such as bridge pier caps as support, and the track is installed on the load-bearing beam group for train travel and to guide the train. When fire-retardant coating is required, only the entire load-bearing beam group needs to be fire-retardantly coated, and the track does not need to be fire-retardantly coated. This not only improves the fire-retardant ability of the load-bearing beam group, which can buy time for rescue and escape, but also prevents the train wheels from wearing the fire-retardant coating, and also prevents the train from slipping due to the fire-retardant coating. In addition, the track and the load-bearing beam group are separate. Although the track does not have a fire-retardant coating and is more easily damaged in a fire than the load-bearing beam group, the track is directly installed on the load-bearing beam group without the need for complex connection with structures such as bridge pier caps. Replacement and maintenance are extremely convenient, which can greatly reduce the difficulty of maintaining the track beam.

[0054] Among them, the track beams used in the embodiment of the present application can not only be used as track beams for Yunba trains, but can also be used for other trains that require tracks with similar structures. This application is only for the sake of ease of understanding, and the Yunba train is used for explanation.

[0055] See also Figure 2 As shown, this embodiment provides a track beam structure, which includes a load-bearing beam group 200 and two tracks.

[0056] An evacuation passage is provided on the load-bearing beam group 200, and the evacuation passage is used for maintenance and emergency evacuation of pedestrians.

[0057] The track includes at least one track segment 100, and the number of track segments 100 can be set according to the length of the track. When the track is long, the track is divided into multiple track segments 100 connected in sequence along the extension direction of the load-bearing beam group 200, which can effectively reduce the difficulty of installation and transportation.

[0058] Among them, the track segment 100 includes a first top plate 110, a first web 120 and a first bottom plate 130. The first bottom plate 130 is used to connect with the top of the load-bearing beam group 200. The first web 120 connects the first top plate 110 and the first bottom plate 130. The top of the first top plate 110 forms a walking surface for the running wheels of the train to move. The two first webs 120 are close to each other to form a guide surface on one side, so that the guide wheels of the train can move along the guide surface for guidance.

[0059] It is understandable that the load-bearing beam group 200 needs to bear the track and the train, so it needs to have a high strength. In order to improve the strength, the load-bearing beam group 200 may include two longitudinal beams 210 arranged side by side, and a track is arranged on the top of each longitudinal beam 210. The extension direction of the track and the longitudinal beam 210 is the same. The two tracks are used to contact the wheels of the train to make the train run along the track. Therefore, the distance between the two longitudinal beams 210 can be determined according to the actual driving requirements of the train. A cross beam 220 can be added between the two longitudinal beams 210 to connect the two. For details, please refer to Figure 2 , Figure 6 and Figure 7 As shown, the longitudinal beam 210 can include a second top plate 211, a second bottom plate 213 and a second web plate 212. The second web plate 212 is used to connect the second top plate 211 and the second bottom plate 213. The second top plate 211 is used to connect with the first bottom plate 130, so that the first bottom plate 130 cannot move relative to the second top plate 211. The cross beam 220 connects the two second web plates 212 and the two second bottom plates 213, thereby increasing the strength of the load-bearing beam group 200. The position of the cross beam 220 connecting the two second web plates 212 can be adjusted, so that an evacuation passage for evacuating people and conducting maintenance can be formed between the two second web plates 212 by laying a walkway plate on the cross beam 220.

[0060] Among them, since the load-bearing beam group 200 generally has a long span, in order to facilitate production and processing, it can be processed in sections in the factory. For example, the load-bearing beam group 200 can be divided into multiple load-bearing beam sections, and the multiple load-bearing beam sections can be assembled into a complete load-bearing beam group through welding and other methods at the construction site. After the rail segment 100 is processed in the factory, it can be pre-installed on the load-bearing beam group 200 or assembled to the load-bearing beam group 200 at the construction site. This embodiment does not limit this.

[0061] It is understandable that the cross beam 220 can be any structure as long as it can effectively connect the two second webs 212 and the two second bottom plates 213 .

[0062] Exemplarily, the crossbeam 220 may include a third top plate 221, a third web plate 222 and a third bottom plate 223, the third web plate 222 connects the third top plate 221 and the third bottom plate 223, the third bottom plate 223 connects the two second bottom plates 213, the third top plate 221 is located between the two second web plates 212, and a walkway plate is laid on the third top plate 221, and an evacuation and maintenance passage with an extension direction the same as that of the track is formed between the third top plate 221 and the two second web plates 212, and the specific position of the third top plate 221 where it is connected to the second web plates 212 can be determined based on the height that needs to be reserved for the evacuation and maintenance passage, and this embodiment does not limit it here.

[0063] In addition, the load-bearing beam group 200 and the track can both be steel structures, so as to improve the use performance and processing performance of the track beam through the high strength, durability and good weldability of the steel structure.

[0064] It is understandable that the structure of the above-mentioned load-bearing beam group 200 is only used as an example to illustrate rather than to limit it. The load-bearing beam group 200 can be other structures as long as it can support the track and is provided with an evacuation passage. This application does not limit it.

[0065] The track beams of the Yunba trains currently in use are generally connected to the lower supporting structures, such as the bridge pier cap beams, by spherical bearings. When the track beams are damaged by fire, they can be replaced, but the replacement cost is high. In addition, the evacuation passages are located on the track beams. Once the track beams are damaged by fire, it is easy to cause safety accidents. In order to improve the safety of the evacuation passages, reduce the difficulty of fireproof coating, and reduce maintenance costs, it is not possible to only partially coat the track beams. Therefore, the fireproof coating is mainly applied to the entire track beam.

[0066] In this embodiment, the track beam is divided into two parts, namely a load-bearing beam group 200 and a track, and the track is formed by splicing at least one track segment 100. When the track beam is subjected to fire-proof coating, only the load-bearing beam group 200 needs to be coated as a whole, and the track is not subjected to fire-proof coating. The evacuation passage is arranged on the load-bearing beam group 200, and the load-bearing beam group 200 and the track are two components. This fire-proof coating method does not increase the difficulty of coating, and can also make the load-bearing beam group 200 have a better fire-proof effect. The load-bearing beam group 200 is stably connected to supporting structures such as the pier cap beam, and the installation process is relatively complicated. The connection is relatively stable, and the cost of disassembly and replacement is relatively high. After the load-bearing beam group 200 is fire-resistant painted, the probability of the load-bearing beam group 200 being damaged by fire can be reduced, thereby reducing the difficulty of maintaining the load-bearing beam group 200. The track is only connected to the load-bearing beam group 200, and disassembly and reinstallation are relatively convenient. The track is not fire-resistant painted, which will not have an adverse effect on the travel of the train. Even if the track is damaged by fire, the maintenance difficulty and cost will be greatly reduced compared to the existing method of replacing the entire track beam.

[0067] In addition, in order to further reduce the difficulty of disassembling and installing the track, the first bottom plate 130 and the second top plate 211 can be detachably connected via at least two first connecting members 300, so that the track can be directly disassembled for replacement when the track is damaged.

[0068] It is understandable that the rail and the load-bearing beam assembly 200 may also be connected by welding or other means, as long as the two can be effectively connected, and this embodiment does not limit this.

[0069] Furthermore, the first connecting member 300 may be a first bolt, that is, corresponding bolt holes are provided on the first bottom plate 130 and the second top plate 211, and the first bolt directly passes through the bolt hole to connect the first bottom plate 130 and the second top plate 211. Of course, the number of first bolts used can be adjusted according to actual fixing requirements, and this embodiment does not limit it here.

[0070] The use of the first bolts for connection can not only firmly connect the first bottom plate 130 and the second top plate 211, but also make the connection and separation of the track and the load-bearing beam group 200 more convenient, and effectively improve the convenience of track replacement and maintenance when the track is damaged.

[0071] It is understandable that the first connecting member 300 may also be other structures as long as it can effectively connect the first bottom plate 130 and the second top plate 211. This embodiment is only an example and not a limitation.

[0072] However, there are inevitably processing errors when the track and the load-bearing beam group 200 are produced, which easily causes a gap between the walking surface and the predetermined position. At this time, it is necessary to adjust the installation position of the track relative to the load-bearing beam group 200, or when the track needs to have a specific slope in some special terrains such as vertical slopes or curved positions, it is also necessary to adjust the installation position of the load-bearing beam group 200. In this regard, this embodiment adds at least one adjustment member 500 between the first bottom plate 130 and the second top plate 211. The height and slope of the track after being fixed on the load-bearing beam group 200 can be adjusted by processing the adjustment members 500 of different shapes, so that the track meets the linear requirements of the load-bearing base such as bridges.

[0073] Specifically, the adjustment member 500 includes at least one of an adjustment flat plate and an adjustment inclined plate. The upper surface and the lower surface of the adjustment flat plate are parallel, and the adjustment flat plate is mainly used to adjust the installation height of the track segment 100 on the load-bearing beam group 200. At least one of the upper surface and the lower surface of the adjustment inclined plate is inclined to adjust the inclination angle of the track segment 100 relative to the load-bearing beam group 200. Generally, an adjustment flat plate of a corresponding thickness is used to adjust the height, and an adjustment inclined plate of a corresponding thickness is used to adjust the inclination angle. Of course, in some special cases, the adjustment flat plate and the adjustment inclined plate can be used not only separately, but also in combination. For example, when the height and the inclination angle need to be adjusted at the same time, and the height needs to be adjusted to a large value, the adjustment inclined plate can be superimposed on one or more adjustment flat plates for use.

[0074] In some possible implementations, such as Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the track includes a plurality of track segments 100 connected in sequence, and the connection points of adjacent track segments 100 are all provided with connection joints 400 , and the connection joints 400 include at least one oblique expansion joint 410 .

[0075] Specifically, the load-bearing beam group 200 is the upper structure of the bridge and can be directly connected to the pier cap beam. Due to the structural influence of the load-bearing beam group 200, at the transition pier 10, an expansion joint is generally provided between two adjacent load-bearing beam sections of the load-bearing beam group 200. In order to adapt to the structure of the load-bearing beam group 200, the track also needs to be provided with a corresponding oblique seam expansion joint 410 at the position corresponding to the transition pier 10, and other connecting joints can be flat joints with a slightly smaller expansion amount, serrated joints, etc., so that the structure of the track can be consistent with the load-bearing beam group 200.

[0076] It can be understood that when the connecting seam 400 at the non-transition pier 10 is a flat seam, in order to allow the vehicle to run smoothly through the flat seam position, the width of the flat seam can be reduced as much as possible. Since there are generally errors in processing, the width of the flat seam can be controlled within 10 mm. This can not only allow the train to run smoothly, but also will not increase the difficulty of processing.

[0077] Furthermore, if Figure 4 , Figure 8 , Fig. 9 and Fig.10 As shown, the oblique seam expansion joint 410 includes a first joint, and the end faces of at least two adjacent track segments 100 are first inclined surfaces 140, that is, the first top plates 110 of the two track segments 100 are directly beveled at one end close to each other, so that the end faces are the first inclined surfaces 140, and the two first inclined surfaces 140 of the two track segments 100 are spliced ​​to form a first joint, and the two first inclined surfaces 140 are parallel to each other, that is, the two can be completely spliced ​​to make the two track segments 100 completely docked, and at the same time, the projections of the first inclined surfaces 140 of the two track segments 100 in the horizontal direction at least partially overlap, so that the running wheels can always move along the running surface, so that the running wheels can smoothly transition when passing through the oblique seam expansion joint 410.

[0078] At the same time, the inclined seam expansion joint 410 also includes a second joint, and two joint plates 700 are arranged opposite to each other below the first top plate 110, and the butt joint surfaces of the two joint plates 700 are second inclined surfaces 730, that is, the two joint plates 700 are beveled close to one end, so that the butt joint surfaces are inclined to form the second inclined surfaces 730, and the two second inclined surfaces 730 are parallel to each other. In addition, the two joint plates 700 are respectively connected to the first webs 120 of the two track segments 100, so that one side of the joint plate 700 is flush with the guide surface, so that the second inclined surfaces 730 of the joint plates 700 between the two track segments jointly form a second joint. It can be understood that the connection between the seam plate 700 and the first web 120 can be either direct connection between the seam plate 700 and the first web 120 or indirect connection between the seam plate 700 and the first web 120 through other components, and the projections of the second inclined surfaces 730 of the two seam plates 700 in the vertical direction at least partially overlap, so that the guide wheel can always move against the first web 120, or any one of the seam plates 700, so that the guide wheel can smoothly transition when passing through the inclined seam expansion joint 410.

[0079] Exemplarily, the seam plate 700 can be welded to the first web 120. At this time, only one end of the seam plate 700 needs to be extended to the non-guide surface side of the first web 120 to be welded to the web, which will not affect the flatness of the guide surface.

[0080] For example, when the thickness of the first web 120 is sufficient, one end of the seam plate 700 can be extended to the non-guide surface side of the first web 120 and connected to the first web 120 by bolts. Of course, countersunk holes need to be provided on the first web 120 at this time to prevent the bolts from protruding outside the guide surface and affecting the travel of the train.

[0081] It is understandable that the surface of the seam plate 700 facing the guide surface is stepped so that one side of the seam plate 700 is flush with the guide surface, and the seam plate 700 can be integrally formed or composed of multiple parts, which is not limited in this embodiment.

[0082] In addition, the seam plate 700 may also be fixed on the track by other means, such as being connected to at least one of the first bottom plate 130 and the first top plate 110. The above connection method is only for illustration and is not limited in this embodiment.

[0083] Specifically, the oblique seam expansion joint 410 also includes a third joint, which is formed by splicing the end faces of the first bottom plates 130 of two adjacent track segments 100, and the third joint corresponds to the positions of the first joint and the second joint. At the same time, the load-bearing beam group 200 is also provided with an expansion joint corresponding to the oblique seam expansion joint 410 at the transition pier 10, so that the load-bearing beam group 200 and the track at the transition pier 10 are adapted to each other.

[0084] It can be understood that the third joint and the corresponding expansion joint on the load-bearing beam group 200 can both be set as retractable flat joints.

[0085] In some possible embodiments, the track beam of this embodiment also includes a first pad 710, one end of the first pad 710 is connected to the first web 120, and the other end is detachably connected to the joint plate 700 through at least one second connecting member 800, and the joint plate 700 is connected to the end of the first web 120.

[0086] Of course, in order to make the connection between the first pad 710 and the rail more stable, the first pad 710 can be connected to the first web 120 , the first top plate 110 , and the first bottom plate 130 at the same time.

[0087] Among them, the transit connection through the first pad 710 can make the shape of the joint plate 700 more regular and less likely to have stress concentration points.

[0088] In addition, in actual application, the thickness of the first web 120 is generally thin, and it is difficult to open countersunk holes to hide the bolts. Therefore, the first web 120 and the first pad 710 can be connected by welding or other methods that are not easy to disassemble and will not produce protrusions on the guide surface. The thickness of the seam plate 700 can be greater than that of the first web 120. In this way, a detachable connection between the first web 120 and the seam plate 700 can be achieved through the first pad 710, so that the seam plate 700 can be quickly replaced when the seam plate 700 is damaged.

[0089] Specifically, at least one countersunk hole can be opened on the joint plate 700, and a mounting hole corresponding to the countersunk hole can be opened on the first pad 710. As long as the second connecting member 800 passes through the countersunk hole and the mounting hole, the first pad 710 and the joint plate 700 can be stably connected. Of course, the end of the second connecting member 800 close to the guide surface is hidden in the countersunk hole to avoid protruding from the guide surface and affecting the train travel.

[0090] Furthermore, the second connecting member 800 can be a second bolt. After the second bolt is inserted into the countersunk hole and the mounting hole and tightened, the second bolt can be completely inserted into the countersunk hole, so that the surface of the joint plate 700 corresponding to the guide surface will not have a portion protruding from the guide surface.

[0091] It is understandable that the second connecting member 800 may also be other connecting members, such as rivets, etc., as long as it can be hidden in the countersunk hole and stably connect the first pad 710 and the seam plate 700, and this embodiment does not limit it.

[0092] In addition, in order to improve the stability of the connection of the joint plate 700, for the track segment 100 forming the inclined seam expansion joint 410, the length of the first web 120 can be made smaller than the length of the first top plate 110, that is, there is a certain distance between the first inclined surface 140 of the track segment 100 and the first web 120 for installing the joint plate 700, even if the projection of the connection between the first web 120 and the joint plate 700 in the vertical direction is located inside the first top plate 110.

[0093] Such a configuration not only provides sufficient space for the installation of the joint plate 700, but also increases the beveled length of the joint surface of the joint plate 700, thereby increasing the expandable length of the oblique expansion joint 410 and improving the fixing effect of the joint plate 700.

[0094] In actual processing, the thickness of the seam plate 700 is greater than the thickness of the first web 120, and the seam plate 700 and the first pad 710 are processed separately, and errors in processing dimensions are inevitable. In order to keep one surface of the seam plate 700 flush with the guide surface, please refer to Fig.11As shown, at least one second pad 720 can be added, and the second pad 720 is located between the first pad 710 and the first web 120, so that the surface position of the seam plate 700 is adjusted by the second pad 720 to keep it flush with the guide surface. That is, not only can the second pad 720 be used to offset the thickness difference between the first web 120 and the seam plate 700, so that the first pad 710 can be a flat plate, but also the influence of processing errors can be eliminated.

[0095] In some possible embodiments, a stiffening rib 600 may be added between the first top plate 110 and the first bottom plate 130, one end of the stiffening rib 600 being connected to the first top plate 110 and the other end being connected to the first bottom plate 130, and the middle portion may also be connected to the first web 120. At the same time, a stiffening rib 600 may also be added between the second top plate 211 and the second bottom plate 213, one end of the stiffening rib 600 being connected to the second bottom plate 213 and the other end being connected to the second top plate 211, and the middle portion may also be connected to the second web 212, and the stiffening ribs 600 are both located on the side of the first web 120 and the second web 212 away from the guide surface, thereby effectively improving the overall strength of the track beam through the stiffening ribs 600.

[0096] For example, stiffening ribs 600 may be provided at the fulcrums of the load-bearing beam group 200 and the fulcrums of the track segment 100 to enhance the overall strength of the track beam structure. Of course, stiffening ribs 600 may also be adaptively provided at other locations, which is not limited in this embodiment.

[0097] That is, the number of stiffening ribs 600 can be adjusted according to actual needs. When multiple stiffening ribs 600 are provided, the stiffening ribs 600 can be arranged side by side along the extension direction of the track beam, and this embodiment does not limit this.

[0098] Finally, it should be noted that those skilled in the art will easily think of other embodiments of the present application after considering the specification and practicing the technical solutions disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application, are not limited to the precise structures described above and shown in the drawings, and can be modified and changed in various ways without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A track beam structure, characterized in that: include: A load-bearing beam group (200), wherein an evacuation passage is provided on the load-bearing beam group (200); At least two tracks, the track includes a track segment (100), the track segment (100) includes a first top plate (110), a first web plate (120) and a first bottom plate (130), the first bottom plate (130) is arranged on the top of the load-bearing beam group (200), the first web plate (120) connects the first top plate (110) and the first bottom plate (130), the first top plate (110) is located above the first bottom plate (130), the opposite side surfaces of the first web plates (120) of the two tracks form a guide surface for limiting the moving direction of the train, and the top surface of the first top plate (110) forms a walking surface for supporting the train.

2. The track beam structure according to claim 1, characterized in that: The first bottom plate (130) and the top of the load-bearing beam group (200) are detachably connected via at least two first connecting members (300).

3. The track beam structure according to claim 1, characterized in that: At least one adjusting member (500) is provided between the first bottom plate (130) and the top of the load-bearing beam group (200), so as to adjust the installation height of the first top plate (110) on the load-bearing beam group (200) and the inclination angle of the first top plate (110) relative to the load-bearing beam group (200) through the adjusting member (500).

4. The track beam structure according to claim 3, characterized in that: The adjusting member (500) includes at least one of an adjusting flat plate and an adjusting inclined plate, wherein the adjusting flat plate is used to adjust the installation height of the first top plate (110) on the load-bearing beam group (200), and at least one of the upper surface or the lower surface of the adjusting inclined plate is tilted to adjust the tilt angle of the first top plate (110) relative to the load-bearing beam group (200).

5. The track beam structure according to claim 1, characterized in that: At least two track segments (100) are provided, and the track segments (100) are sequentially connected along the extension direction of the load-bearing beam group (200).

6. The track beam structure according to claim 5, characterized in that: The connection between two adjacent track segments (100) is provided with a connection seam, wherein the connection seam includes at least one oblique seam expansion joint (410).

7. The track beam structure according to claim 6, characterized in that: The inclined seam expansion joint (410) includes a first joint, wherein adjacent end surfaces of at least two adjacent track segments (100) are first inclined surfaces (140), and the first inclined surfaces (140) of the two track segments (100) jointly form the first joint, the two first inclined surfaces (140) are parallel to each other, and the projections of the two first inclined surfaces (140) in the horizontal direction at least partially overlap.

8. The track beam structure according to claim 7, characterized in that: The inclined seam expansion joint (410) further includes a second seam, wherein two seam plates (700) are disposed opposite to each other below the two first inclined surfaces (140), the two seam plates (700) being respectively connected to the first webs (120), and one surface of the seam plates (700) being flush with the guide surface; The butting surfaces of the two seaming plates (700) are second inclined surfaces (730) parallel to each other, the second inclined surfaces (730) of the two seaming plates (700) together form the second seam, and the projections of the two second inclined surfaces (730) in the vertical direction at least partially overlap.

9. The track beam structure according to claim 8, characterized in that: One end of the seam plate (700) is opposite to the end of the first web (120), and the seam plate (700) is detachably connected to a first pad (710), the first pad (710) being connected to the first web (120), and the first pad (710) being located on a side of the seam plate (700) and the first web (120) away from the guide surface.

10. The track beam structure according to claim 9, characterized in that: The first pad (710) and the seam plate (700) are detachably connected via at least one second connecting member (800).

11. The track beam structure according to claim 10, characterized in that: At least one countersunk hole is provided on the joint plate (700), and the second connecting member (800) is inserted into the countersunk hole to connect the joint plate (700) and the first pad (710), and the end of the second connecting member (800) is hidden in the countersunk hole.

12. The track beam structure according to claim 10, characterized in that: The thickness of the seam plate (700) is greater than the thickness of the first web (120), and at least one second pad (720) is provided between the first pad (710) and the first web (120) so as to adjust the distance between the first pad (710) and the first web (120) through the second pad (720).

13. The track beam structure according to claim 8, characterized in that: The projection of the connection point between the seam plate (700) and the first web (120) in the vertical direction is located inside the first top plate (110).

14. The track beam structure according to any one of claims 1 to 13, characterized in that: The load-bearing beam group (200) includes two longitudinal beams (210) and a cross beam (220), the two longitudinal beams (210) are arranged side by side, the longitudinal beam (210) includes a second top plate (211), a second bottom plate (213) and a second web plate (212), the second web plate (212) connects the second top plate (211) and the second bottom plate (213), the second bottom plate (213) is located below the second top plate (211), the second top plate (211) is connected to the first bottom plate (130), the two rails are correspondingly arranged on the top of the second top plate (211), the cross beam (220) is used to connect the two second web plates (212), and form the evacuation channel between the top of the cross beam (220) and the second web plate (212).

15. The track beam structure according to claim 14, characterized in that: At least one stiffening rib (600) is provided between the first top plate (110) and the first bottom plate (130), and between the second top plate (211) and the second bottom plate (213).

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