A detachable rail surface of a straddle-type monorail bridge structure

Abstract

This utility model discloses a straddle-type monorail bridge structure with a detachable track surface, relating to the field of rail transit bridge technology. It includes: a track beam; an anchoring connector disposed on the top of the track beam to restrict slippage between the track surface and the track beam under vehicle braking or swaying forces; and a track surface structure disposed on the inner top of the anchoring connector. This utility model has a reasonable and reliable structure and is simple to operate. The detachable track surface design allows for separation of the track surface and track beam, enabling individual disassembly and replacement of the track surface. This simplifies the maintenance process, avoids replacing the entire track beam, and solves the problem in existing straddle-type monorail systems where the beam-rail integrated structure cannot replace the track surface separately. This ensures good dynamic performance during vehicle operation and saves maintenance time.

Description

Technical Field

[0001] This utility model relates to the field of rail transit bridge technology, specifically to a straddle-type monorail bridge structure with a detachable track surface. Background Technology

[0002] With the rapid development of urban rail transit, monorail systems have become a popular choice for light rail transit in many cities due to their advantages such as small footprint, low noise, and short construction period. Currently, traditional straddle-type monorail track beams mostly adopt an integrated beam-rail structure design, which integrates the track and track beam for construction and installation, offering certain construction convenience. However, this design has encountered defects and problems after long-term operation, such as bridge deck damage and deterioration of alignment leading to excessive vehicle-bridge response. Specifically:

[0003] The concept of no track surface: Traditional straddle-type monorail beams do not distinguish between the track and the track surface, that is, the track and beam structure are directly combined. Because there is no independent track surface, when the track surface is damaged, worn or other problems occur, it is difficult to replace or repair the part. The entire track beam must be replaced, resulting in high maintenance costs and construction complexity.

[0004] High maintenance difficulty: Once the track beam is damaged, the entire track beam cannot be disassembled and replaced individually. This means that replacing and repairing the entire track requires large-scale construction, which is not only time-consuming and involves a large amount of work, but also results in prolonged traffic disruptions. The traditional beam-track integrated structural design increases the difficulty of maintenance during operation, especially in urban rail systems operating under high loads and high density, where the maintenance difficulties are even more pronounced.

[0005] High maintenance costs: Traditional track systems are frequently affected by track surface wear, cracks, and environmental factors during use. Because the track beam is a single, integrated design, replacement costs and labor costs are relatively high once damage occurs. Therefore, the existing integrated beam-track structure imposes a significant economic burden on existing systems during long-term operation.

[0006] No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content

[0007] In view of the problems in the related technologies, this utility model proposes a straddle-type monorail bridge structure with a detachable track surface to overcome the above-mentioned technical problems existing in the existing related technologies.

[0008] Therefore, the specific technical solution adopted by this utility model is as follows:

[0009] A straddle-type monorail bridge structure with a detachable track surface includes: a track beam; an anchoring connector disposed on the top of the track beam to restrict slippage between the track surface and the track beam under vehicle braking or swaying forces; and a track surface structure disposed on the inner top of the anchoring connector.

[0010] Furthermore, to prevent slippage between the track surface structure and the track beam under vehicle braking or swaying forces, thereby improving the stability of the straddle-type monorail bridge structure, the anchoring connector includes a U-shaped embedded steel plate installed on the top of the track beam. Water-stop rubber strips are installed between the inner walls of both sides of the U-shaped embedded steel plate and the outer walls of both sides of the track surface structure. A transverse diaphragm is installed at the inner top of the U-shaped embedded steel plate, and the top of the transverse diaphragm is flush with the bottom of the track surface structure. Asphalt mastic is installed between the parts. The U-shaped embedded steel plate includes a U-shaped embedded steel plate base plate set at the top of the track beam. U-shaped embedded steel plate webs are symmetrically arranged on both sides of the top of the U-shaped embedded steel plate base plate. Several U-shaped embedded steel plate anchor bars are set at the bottom of the U-shaped embedded steel plate webs. The U-shaped embedded steel plate anchor bars are connected to the U-shaped embedded steel plate webs by welding. A U-shaped groove is formed between the two U-shaped embedded steel plate webs and the U-shaped embedded steel plate base plate. The transverse diaphragm is set longitudinally in the U-shaped groove.

[0011] Furthermore, in order to enable rapid installation and disassembly of the track beam under the action of the track surface structure, the track surface structure is a prefabricated track panel, which is longitudinally segmented. The transverse width of the track surface structure is less than the width between the inner walls of the webs of the two U-shaped embedded steel plates, and the longitudinal segment length is less than the length of the transverse diaphragm spacing.

[0012] The beneficial effects of this utility model are as follows:

[0013] 1. This utility model has a reasonable and reliable structure and is easy to operate. Through the design of a detachable track surface, the track surface and the track beam can be separated, and the track surface can be disassembled and replaced separately. This simplifies the maintenance process, avoids the replacement of the entire track beam, and solves the problem that the track surface cannot be replaced separately in the beam-rail integrated structure of the existing straddle-type monorail system. This ensures good power performance during vehicle operation and saves maintenance time.

[0014] 2. Since the track surface can be replaced individually, the complete replacement of the entire track system in traditional designs is avoided, thereby reducing maintenance costs. Furthermore, only the damaged track surface needs to be replaced, without disassembling the entire bridge structure, which reduces maintenance and equipment replacement costs.

[0015] 3. The track beam is the actual load-bearing component of the bridge structure. When defects occur that cannot be repaired, the track surface structure, water-stop rubber strips, and asphalt mastic can be replaced only when problems occur through the anchoring connectors and track surface structure. This protects the track beam and improves maintenance efficiency. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a cross-sectional schematic diagram of a straddle-type monorail bridge structure with a detachable track surface according to an embodiment of the present utility model, at the position without diaphragms.

[0018] Figure 2 This is a plan view of a straddle-type monorail bridge structure with a detachable track surface according to an embodiment of the present utility model;

[0019] Figure 3 This is a cross-sectional schematic diagram of a straddle-type monorail bridge structure with a detachable track surface according to an embodiment of the present utility model, at the location of the transverse diaphragm.

[0020] Figure 4 This is a longitudinal elevation view of a straddle-type monorail bridge structure with a detachable track surface according to an embodiment of the present utility model;

[0021] Figure 5 This is a schematic diagram of the U-shaped embedded steel plate in a straddle-type monorail bridge structure with a detachable track surface according to an embodiment of the present utility model.

[0022] In the picture:

[0023] 1. Track beam; 2. Anchorage connectors; 201. U-shaped embedded steel plate; 2011. U-shaped embedded steel plate bottom plate; 2012. U-shaped embedded steel plate web plate; 2013. U-shaped embedded steel plate anchoring reinforcement; 202. Water-stop rubber strip; 203. Diaphragm; 204. Asphalt mastic; 3. Track surface structure. Detailed Implementation

[0024] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0025] According to an embodiment of the present invention, a straddle-type monorail bridge structure with a detachable track surface is provided.

[0026] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figures 1-5 As shown, the straddle-type monorail bridge structure with detachable track surface according to an embodiment of the present utility model includes: a track beam 1; an anchoring connector 2, which is disposed on the top of the track beam 1, and the track surface and the track beam 1 are restricted from slipping under the action of vehicle braking or swaying force by the anchoring connector 2; and a track surface structure 3, which is disposed on the inner top of the anchoring connector 2.

[0027] Specifically, track beam 1 is a conventional prestressed concrete structure, a precast structure, and serves as the load-bearing structure for the vehicle and track surface.

[0028] Specifically, track surface structure 3 is a protective layer laid on the bridge deck to prevent the wheels of straddle-type monorail vehicles from directly abrading the track beams, while providing a smooth and non-slip running surface for the vehicles. Furthermore, track surface structure 3 is a prefabricated structure, allowing for rapid installation and disassembly with the track beam 1. This application uses ultra-high performance concrete (UHPC) as track surface structure 3, a novel cement-based material with excellent properties such as high strength, high toughness, low porosity, and high durability.

[0029] In one embodiment, the anchoring connector 2 includes a U-shaped embedded steel plate 201 set on the top of the track beam 1. In specific applications, the U-shaped embedded steel plate 201 is connected to the track beam 1 by reinforcing bars. The U-shaped embedded steel plate 201 is prefabricated in the factory and transported to the construction site for hoisting. Water-stop rubber strips 202 are provided between the inner walls of both sides of the U-shaped embedded steel plate 201 and the outer walls of both sides of the track surface structure 3. A transverse diaphragm 203 is provided on the inner top of the U-shaped embedded steel plate 201. In specific applications, the transverse diaphragms 203 are set at certain intervals along the longitudinal direction of the bridge to divide the track surface structure 3. Asphalt mastic 204 is provided between the top of the transverse diaphragm 203 and the bottom of the track surface structure 3. In specific applications, asphalt mastic 204 is filled in the area of ​​the height difference between the transverse diaphragm 203 and the track surface structure 3. After the asphalt mastic 204 is filled, the height is flush with the track surface structure 3. The U-shaped embedded steel plate 201 includes a U-shaped embedded steel plate bottom plate 2011 set at the top of the track beam 1. U-shaped embedded steel plate webs 2012 are symmetrically arranged on both sides of the top of the U-shaped embedded steel plate bottom plate 2011. Several U-shaped embedded steel plate anchoring bars 2013 are set at the bottom of the U-shaped embedded steel plate webs 2012. The U-shaped embedded steel plate anchoring bars 2013 and the U-shaped embedded steel plate webs 2012 are connected by welding. A U-shaped groove is formed between the two U-shaped embedded steel plate webs 2012 and the U-shaped embedded steel plate bottom plate 2011. The transverse diaphragm 203 is longitudinally arranged in the U-shaped groove, so that under the action of the anchoring connector 2, the track surface structure 3 and the track beam 1 can be prevented from slipping under the action of vehicle braking or swaying force, thereby improving the stability of the straddle-type monorail bridge structure.

[0030] Specifically, the straddle-type monorail bridge structure of this application consists of a track surface structure 3 at the top and a track beam 1 at the bottom. Between the two is a U-shaped embedded steel plate 201 for anchoring connector 2. Water-stop rubber strips 202 are installed in the left and right gaps between the U-shaped embedded steel plate 201 and the track surface structure 3. Transverse diaphragms 203 are installed at certain intervals in the longitudinal direction. To ensure the continuity of the bridge deck, asphalt mastic 204 is filled in the gap between the transverse diaphragms 203 and the track surface structure 3.

[0031] Specifically, the U-shaped embedded steel plate 201 and the track beam 1 are prefabricated in the factory to form a whole.

[0032] Specifically, the U-shaped embedded steel plate 201 is composed of two U-shaped embedded steel plate webs 2012 and one U-shaped embedded steel plate bottom plate 2011 welded together. U-shaped embedded steel plate anchoring steel bars 2013 are set below the U-shaped embedded steel plate bottom plate 2011 and are welded to the U-shaped embedded steel plate bottom plate 2011.

[0033] Specifically, the diaphragm 203 is set longitudinally every 4 to 6 m in the U-shaped groove formed by the U-shaped embedded steel plate 201. The diaphragm 203 is welded to the U-shaped embedded steel plate 201. The height of the diaphragm 203 is 2 cm lower than the height of the web plate 2012 of the U-shaped embedded steel plate.

[0034] In one embodiment, the track surface structure 3 is a prefabricated track panel, which is longitudinally divided into blocks. The transverse width of the track surface structure 3 is less than the width between the inner walls of the two U-shaped embedded steel plate webs 2012, and the longitudinal block length is less than the spacing length of the transverse partitions 203. This allows for the rapid installation and disassembly of the track beam 1 under the action of the track surface structure 3.

[0035] Specifically, track surface structure 3 is a cement-based composite material with advantages such as high strength, high toughness, low porosity, and high durability. Its main components are cement, quartz sand, silica fume, fly ash, high-efficiency water-reducing agent, steel fiber, etc. The material performance requirements are shown in Table 1 below:

[0036] Table 1. Material Performance Requirements

[0037]

[0038] Specifically, the track surface structure 3 is a prefabricated track panel, which is not divided into horizontal sections but is divided into vertical sections with a section length between 4 and 6 m. Furthermore, the horizontal width of the track surface structure 3 is 2 cm smaller than the inner width of the web of the two U-shaped embedded steel plates 2012, and the vertical section length is 2 cm smaller than the spacing length of the transverse partitions 203.

[0039] It needs to be explained that, for example Figure 2 As shown, Figure 2 This is a plan view of the straddle-type monorail bridge structure of this application (track surface not shown).

[0040] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.

[0041] In practical applications, before hoisting the track surface structure 3, a 1cm thick water-stop rubber strip 202 is pasted on the inner side of the U-shaped embedded steel plate 201 and the transverse diaphragm 203. After pasting the 1cm thick water-stop rubber strip 202, the track surface structure 3 is hoisted on site into the U-shaped groove formed between the web plate 2012 and the bottom plate 2011 of the two U-shaped embedded steel plates and fixed. Finally, asphalt mastic 204 is poured into the gap between the transverse diaphragm 203 and the track surface structure 3 for filling. After the asphalt mastic 204 has cured, a continuous bridge deck structure is formed.

[0042] In summary, by utilizing the above-mentioned technical solution of this utility model, since the track surface can be replaced individually, the complete replacement of the entire track system in traditional designs is avoided, thereby reducing maintenance costs. Furthermore, only the damaged track surface portion needs to be replaced, without disassembling the entire bridge structure, further reducing maintenance and equipment replacement costs. The track beam is the actual load-bearing component of the bridge structure. When defects occur that cannot be repaired, the anchoring connector 2 and the track surface structure 3 ensure that only the track surface structure 3, the water-stop rubber strip 202, and the asphalt mastic 204 need to be replaced when problems arise, thus protecting the track beam 1 and improving maintenance efficiency.

[0043] In this utility model, unless otherwise explicitly specified and limited, the terms "installation", "setting", "connection", "fixing", "screw connection", etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0044] 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 detachable rail surface of a straddle-type monorail bridge structure, characterized by, include: Track beam (1); Anchoring connector (2) is provided on the top of the track beam (1). The anchoring connector (2) is used to restrict the track surface from slipping on the track beam (1) under the action of vehicle braking or swaying force. The track surface structure (3) is located on the inner top of the anchoring connector (2).

2. The bridge structure according to claim 1, wherein The anchoring connector (2) includes a U-shaped embedded steel plate (201) set on the top of the track beam (1). Water-stop rubber strips (202) are provided between the inner walls of both sides of the U-shaped embedded steel plate (201) and the outer walls of both sides of the track surface structure (3). A transverse diaphragm (203) is provided on the inner top of the U-shaped embedded steel plate (201). Asphalt mastic (204) is provided between the top of the transverse diaphragm (203) and the bottom of the track surface structure (3).

3. The bridge structure according to claim 2, wherein The U-shaped embedded steel plate (201) includes a U-shaped embedded steel plate base plate (2011) set at the top of the track beam (1), and U-shaped embedded steel plate web plates (2012) are symmetrically arranged on both sides of the top of the U-shaped embedded steel plate base plate (2011). Several U-shaped embedded steel plate anchoring steel bars (2013) are arranged at the bottom of the U-shaped embedded steel plate web plates (2012).

4. The straddle-type monorail bridge structure with a detachable track surface according to claim 3, characterized in that, The U-shaped embedded steel plate anchoring steel bar (2013) and the web plate (2012) of the U-shaped embedded steel plate are connected by welding.

5. A straddle-type monorail bridge structure with a detachable track surface according to claim 4, characterized in that, A U-shaped groove is formed between the two web plates (2012) of the U-shaped embedded steel plate and the bottom plate (2011) of the U-shaped embedded steel plate.

6. The bridge structure of claim 5, wherein, The diaphragm (203) is longitudinally arranged within the U-shaped groove.

7. The bridge structure according to claim 6, wherein The track surface structure (3) is a prefabricated track panel, and is divided into longitudinal blocks.

8. The bridge structure according to claim 7, wherein The transverse width of the track surface structure (3) is less than the width between the inner walls of the two U-shaped embedded steel plate webs (2012), and the longitudinal segment length is less than the spacing length of the transverse partitions (203).

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