High-speed magnetic levitation assembly type track structure capable of being accurately adjusted

Abstract

The utility model provides a high-speed magnetic levitation assembly type track structure capable of being accurately adjusted, a track plate is fixedly connected to the upper end of a base through a cast-in-place connecting layer, an adjusting component is arranged at the lower end of the base, the adjusting component is connected to a lower foundation bearing structure through a footstone, a pouring hole is formed in the track plate, and a second connecting rib 10 is arranged on the side wall of the pouring hole. First connecting ribs are arranged at the upper end of the base, second connecting ribs are located in the pouring holes and bound with steel bars in the cast-in-place connecting layer on site, the first connecting ribs are bound with a steel bar mesh in the cast-in-place connecting layer on site, the cast-in-place connecting layer is formed in the pouring holes, the upper end of the base and the lower end of the track plate through pouring, and overall functional areas are arranged on the two sides of the track plate. According to the track structure, the track structure is separated from a foundation bearing structure such as a bridge, and the track structure is suitable for different foundation structures such as the bridge, a roadbed and a tunnel; and by adopting the prefabrication and assembly technology, manufacturing, transportation and installation are more convenient, and the construction quality and precision of the track structure can be improved.

Description

Technical Field

[0001] This utility model belongs to the field of maglev transportation, and in particular relates to a high-speed maglev assembled adjustable track structure. Background Technology

[0002] The conventional electromagnetic high-speed maglev vehicle uses a rail-hugging method to levitate on the track, which can solve the problems of wheel-rail adhesion, friction, and contact current collection faced by traditional wheel-rail railways, and achieve speeds of 600 kilometers per hour or even higher.

[0003] In response to the unique operating mode of conventional electromagnetic high-speed maglev and the interface relationship between the vehicle and the track system, the Shanghai Maglev Demonstration Line, built in 2002, adopted the design concept of integrated bridge and track, combining the high-precision track structure and the bridge with precision-machined connectors to form an integral track beam structure.

[0004] The aforementioned integral track beam structure places extremely high demands on the manufacturing and processing of the track beams. Strict control over beam deformation and deviations is required during the design, curing, machining, and erection of the prestressed steel reinforcement. Furthermore, during line operation, adjustments to track deformation can only be made through bridge supports, which is detrimental to line maintenance and maintaining a high degree of track smoothness.

[0005] In addition, for sections of bridges with high elevations, the aforementioned monolithic track beam structure also presents problems such as difficulty in setting up sound barriers and difficulties in rescue and evacuation. Utility Model Content

[0006] In view of this, the present invention aims to propose a high-speed maglev prefabricated adjustable track structure to solve the problems of high manufacturing difficulty and high construction requirements of the existing integral track beam structure.

[0007] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0008] A high-speed maglev prefabricated adjustable track structure includes a base, a cast-in-place connecting layer, and a track slab. The track slab is fixedly connected to the upper end of the base through the cast-in-place connecting layer. An adjustment component is provided at the lower end of the base and connected to the lower foundation bearing structure. The track slab has a grouting hole and a second connecting rib extending into the grouting hole. A first connecting rib is provided on the base, located at the upper end of the base. The second connecting rib is located in the grouting hole. The first and second connecting ribs are respectively tied to the reinforcing bars in the cast-in-place connecting layer on site. The cast-in-place connecting layer is formed by casting in the grouting hole, the upper end of the base, and the lower end of the track slab. Integrated functional areas are provided on both sides of the track slab.

[0009] Furthermore, both the track slab and the base are precast reinforced concrete structures, and integral functional areas are pre-embedded at both ends of the track slab.

[0010] Furthermore, the lower end of the base is provided with multiple support legs along the axial direction, and each support leg is provided with an installation groove at its upper end. The lower periphery of the base is installed in the installation groove, connecting the base with the reinforcing bars in the support legs, and precasting the base and support legs into one piece. The lower end of the support leg is pre-embedded with a steel plate, and the adjustment component is connected to the steel plate. An adjustment component is provided at each end of the support leg.

[0011] Furthermore, the second connecting rib is a reinforcement structure for connecting the track slab and the cast-in-place connection layer, and the first connecting rib is provided at the upper end of the base, which is also a reinforcement structure for connecting the base and the cast-in-place connection layer.

[0012] Furthermore, the overall functional area is provided with guide plates, sliding plates and stators, with the guide plates located on both sides of the track plate, the sliding plates located at the upper end of the track plate, and the stators installed at the lower end of the track plate. The guide plates, sliding plates and stators are respectively fixedly connected to the steel bars or embedded parts in the track plate.

[0013] Furthermore, a steel mesh is pre-embedded in the cast-in-place connection layer, and the steel mesh is located between the base and the track slab.

[0014] Furthermore, the lower end face of the cast-in-place connecting layer is bonded to the upper end of the base, and the upper end face of the cast-in-place connecting layer is bonded to the lower end of the track slab, and the upper end face of the cast-in-place connecting layer is a horizontal end face or has a slope.

[0015] Compared with existing technologies, the high-speed maglev assembled adjustable track structure of this utility model has the following advantages:

[0016] (1) The high-speed maglev prefabricated adjustable track structure described in this utility model has a track slab and a base that are both prefabricated reinforced concrete structures, which realizes the separation of the track structure and the basic load-bearing structure such as bridges. It is suitable for different basic structures such as bridges, roadbeds, and tunnels. The use of prefabricated assembly technology makes manufacturing, transportation and installation more convenient, which can improve the construction quality and accuracy of the track structure, while reducing the amount of on-site construction masonry.

[0017] (2) The high-speed maglev assembled adjustable track structure described in this utility model has a base set mainly to meet the vehicle clearance requirements and provide installation space for the power rail. Multiple support legs are arranged along the axial direction at the lower end of the base. An adjustment component is set at each end of the support leg. A pad stone is set between the adjustment component and the foundation. The pad stone can eliminate the error in the construction of the lower foundation.

[0018] (3) The high-speed maglev assembled adjustable track structure described in this utility model has a second connecting rib pre-embedded in the injection hole. The second connecting rib is a connection reinforcement structure between the track slab and the cast-in-place connection layer. A first connecting rib is set at the upper end of the base. The first connecting rib is a connection reinforcement structure between the base and the cast-in-place connection layer to improve the connection strength between the cast-in-place connection layer and the track slab and the base.

[0019] (4) The high-speed maglev prefabricated adjustable track structure described in this utility model has a cast-in-place connecting layer between the track slab and the base. Its main function is to eliminate errors in the construction of the lower foundation and base and to realize the cross slope setting of curved sections. Attached Figure Description

[0020] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0021] Figure 1 This is a front view schematic diagram of the suspended vehicle body limit described in an embodiment of the present invention within a high-speed maglev assembled adjustable track structure;

[0022] Figure 2 This is a schematic diagram of a high-speed maglev assembled adjustable track structure according to an embodiment of the present invention;

[0023] Figure 3 This is a front view schematic diagram of the suspended vehicle body limit described in this embodiment of the invention on a curved section of a high-speed maglev assembled adjustable track structure;

[0024] Figure 4 This is a top view schematic diagram of the base and support leg cooperation described in an embodiment of the present utility model;

[0025] Figure 5 This is a top view of the track slab described in an embodiment of the present utility model;

[0026] Figure 6 This is a schematic diagram of the structure of the support leg and adjustment component in accordance with the embodiments of this utility model;

[0027] Figure 7 This is a schematic diagram showing the reinforcement of the first and second connecting bars in the cast-in-place connection layer according to an embodiment of the present utility model;

[0028] Explanation of reference numerals in the attached figures:

[0029] 1-Base; 2-Cast-in-place connection layer; 3-Track slab; 4-Adjustment component; 5-Injection hole; 6-Integral functional area; 61-Stator; 7-Support leg; 8-Magnetic levitation vehicle body clearance; 9-First connecting rib; 10-Second connecting rib. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0031] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0032] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0033] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] like Figures 1-7As shown, a high-speed maglev prefabricated adjustable track structure includes a base 1, a cast-in-place connecting layer 2, and a track slab 3. The track slab 3 is fixedly connected to the upper end of the base 1 through the cast-in-place connecting layer 2. An adjustment component 4 is provided at the lower end of the base 1, and the adjustment component 4 is connected to the lower foundation. In this embodiment, the foundation is the lower foundation of a bridge, tunnel, etc. The track slab 3 is provided with a grouting hole 5, and a second connecting bar 10 is provided from the side wall of the grouting hole. A first connecting bar 9 is provided at the upper end of the base 1. The second connecting bar 10 is located in the grouting hole and is tied to the steel reinforcement in the cast-in-place connecting layer 2 on site. The first connecting bar 9 is located at the upper end of the base and is tied to the steel mesh in the cast-in-place connecting layer 2 on site. The track slab 3 is bound together, and a cast-in-place connecting layer 2 is formed by pouring into the grouting hole 5, the upper end of the base 1, and the lower end of the track slab 3. An integral functional area 6 is set on both sides of the track slab 3. Both the track slab 3 and the base 1 are precast reinforced concrete structures, and the integral functional area 6 is pre-embedded at both ends of the track slab 3. In this embodiment, the track slab 3 is made of C60 concrete, is a non-prestressed structure, and is prefabricated in a factory. This achieves the separation of the track structure and the foundation bearing structure such as bridges. It is suitable for different foundation structures such as bridges, roadbeds, and tunnels. The use of prefabrication and assembly technology makes manufacturing, transportation, and installation more convenient, which can improve the construction quality and accuracy of the track structure, while reducing the amount of on-site masonry work.

[0035] The purpose of the base 1 is mainly to meet vehicle clearance requirements and provide installation space for the power rail. In this embodiment, the base 1 is made of C40 concrete, prefabricated in a factory, and is a non-prestressed concrete structure. Multiple support legs 7 are arranged axially at the lower end of the base 1, and the support legs 7 are in the form of corbel support based on existing technology. Each support leg 7 has an installation groove at its upper end, and the lower periphery of the base 1 is installed in the installation groove, connecting the base and the steel bars in the support legs. The base 1 and the support legs 7 are prefabricated and cast as one unit. A steel plate is embedded at the lower end of the support leg 7, and the adjustment component 4 is connected to the steel plate. An adjustment component 4 is set at each end of the support leg 7. The main purpose of the adjustment component 4 is to provide track adjustment capability during operation. A pad stone is set between the adjustment component 4 and the lower foundation. The pad stone can eliminate errors in the construction of the lower foundation. In this embodiment, the adjustment capability of the adjustment component 4 is temporarily considered to be ±60mm vertically and ±30mm horizontally.

[0036] like Figure 7 As shown, the second connecting rib 10 is a reinforcing structure for connecting the track slab 3 and the cast-in-place connecting layer 2. The first connecting rib 9 is pre-embedded at the upper end of the base 1. The first connecting rib 9 is a reinforcing structure for connecting the base 1 and the cast-in-place connecting layer 2, so as to improve the connection strength between the cast-in-place connecting layer 2 and the track slab 3 and the base 1.

[0037] like Figure 1As shown, the overall functional area 6 is equipped with a guide plate, a sliding plate, and a stator 61. The stator 61, guide plate, and sliding plate are existing functional components. The guide plate is located on both sides of the track plate 3, the sliding plate is located at the upper end of the track plate 3, and the stator 61 is installed at the lower end of the track plate 3. The guide plate, sliding plate, and stator 61 are fixedly connected to the steel bars or embedded parts in the track plate 3. In this embodiment, the sliding plate and the guide plate are welded together by anchor bars, and after being positioned together with the embedded parts of the stator 61, they are connected to the steel bars of the track plate 3. After pouring concrete, the sliding surface, guide plate, and embedded parts of the stator 61 are machined. The stator 61 is a machined product and is connected to the embedded parts of the stator 61 by bolts. During implementation, the track plate 3 and the overall functional area 6 should be manufactured in the factory to ensure the overall smoothness and accuracy of this part. The track plate 3 and the base 1 are both longitudinally segmented structures. The segment length of each component is reasonably determined according to the structural mechanical characteristics, track smoothness, transportation convenience, economy, and other requirements of existing technology.

[0038] The cast-in-place connection layer 2 is made of self-flowing concrete poured on-site, with a double-layer steel mesh. The steel mesh is pre-embedded within the cast-in-place connection layer 2 and is located between the base 1 and the track slab 3. In this embodiment, the cast-in-place connection layer 2 is positioned between the track slab 3 and the base 1, primarily to eliminate errors during the construction of the lower foundation and base 1, and to achieve cross slope settings in curved sections. Figure 1 As shown, this is a front view of the cast-in-place connection layer 2, which is poured in a straight section. Figure 3 As shown, this is a front view of the cast-in-place connecting layer 2, which is poured in a curved section. The lower end of the cast-in-place connecting layer 2 is bonded to the upper end of the base 1, and the upper end of the cast-in-place connecting layer 2 is bonded to the lower end of the track slab 3. The upper end of the cast-in-place connecting layer 2 is a horizontal end face or has a slope.

[0039] During construction, due to vehicle clearance restrictions, there are strict positional requirements between the stator 61 surface, sliding surface, and guide surface, which cannot be adjusted through functional areas. Furthermore, the track slab 3 and base 1 are prefabricated standard structures without adjustment capabilities. During construction, the adjustment component 4 is installed at the designed height and is not used for adjustment. The pad stones of the adjustment component 4 can eliminate some of the construction errors in the lower foundation. When the maglev system alignment meets the design requirements, the deviation between the top surface of the track slab 3 and the base 1 can be further adjusted by adjusting the thickness of the connecting layer. During operation, the height of the track slab 3 in road, bridge, and tunnel sections can be adjusted using pad stones or the adjustment component 4. If the track slab 3 is removed and repaved, its height can be adjusted by adjusting the thickness of the cast-in-place connecting layer 2.

[0040] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A high-speed maglev prefabricated adjustable track structure, characterized in that: The system includes a base (1), a cast-in-place connecting layer (2), and a track slab (3). The track slab (3) is fixedly connected to the upper end of the base (1) through the cast-in-place connecting layer (2). An adjustment component (4) is provided at the lower end of the base (1). The adjustment component (4) is connected to the lower foundation bearing structure. The track slab (3) is provided with a grouting hole (5) and a second connecting rib (10) is provided on the track slab (3). The second connecting rib (10) extends into the grouting hole (5). A first connecting rib (9) is provided on the base (1). The first connecting rib (9) is located at the upper end of the base (1). The cast-in-place connecting layer (2) is formed by casting in the grouting hole (5), the upper end of the base (1), and the lower end of the track slab (3). An integral functional area (6) is provided on both sides of the track slab (3).

2. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: Both the track slab (3) and the base (1) are precast reinforced concrete structures, and integral functional areas (6) are pre-embedded at both ends of the track slab (3).

3. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: Multiple support legs (7) are arranged along the axial direction at the lower end of the base (1), and each support leg (7) has an installation groove at its upper end. The lower periphery of the base (1) is installed in the installation groove. A steel plate is embedded at the lower end of the support leg (7), and the adjustment component (4) is connected to the steel plate.

4. The high-speed maglev prefabricated adjustable track structure according to claim 3, characterized in that: An adjustment component (4) is provided at each end of the support leg (7).

5. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: The second connecting rib (10) is a reinforcing structure for connecting the track slab (3) and the cast-in-place connecting layer (2), and the first connecting rib (9) is a reinforcing structure for connecting the base (1) and the cast-in-place connecting layer (2).

6. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: The overall functional area (6) is equipped with a guide plate, a sliding plate and a stator (61), with the guide plate located on both sides of the track plate (3), the sliding plate located at the upper end of the track plate (3), and the stator (61) installed at the lower end of the track plate (3). The guide plate, the sliding plate and the stator (61) are respectively fixedly connected to the steel bars or embedded parts in the track plate (3).

7. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: A steel mesh is pre-embedded in the cast-in-place connection layer (2), and the steel mesh is located between the base (1) and the track slab (3).

8. The high-speed maglev prefabricated adjustable track structure according to claim 1, characterized in that: The lower end face of the cast-in-place connecting layer (2) is bonded to the upper end of the base (1), and the upper end face of the cast-in-place connecting layer (2) is bonded to the lower end of the track slab (3). The upper end face of the cast-in-place connecting layer (2) is a horizontal end face or has a slope.

9. A high-speed maglev prefabricated adjustable track structure according to claim 4, characterized in that: A pad stone is placed between the adjusting component (4) and the lower foundation.

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