阅读说明：本技术 轨道梁及其制作方法和轨道梁的设计方法 (Track beam and manufacturing method thereof and design method of track beam ) 是由 符传智 郝长亮 尹华钢 李钉 胡肖琬玥 于 2020-05-29 设计创作，主要内容包括：本发明公开了一种轨道梁及其制作方法和轨道梁的设计方法,所述轨道梁具有制作形态和成桥形态,在XOZ坐标系中,在所述制作形态下,所述轨道梁的顶面横向两侧边缘均为中部沿所述Z轴下凹的曲线,所述轨道梁的纵向两侧端面均相对所述Z轴倾斜,且沿着从所述轨道梁的顶面到底面的方向,所述轨道梁的纵向两侧端面之间的距离逐渐增大,在所述成桥形态下,所述轨道梁的顶面横向两侧边缘均相对所述X轴平行,所述轨道梁的纵向两侧端面均相对所述Z轴平行。根据本发明的轨道梁,通过对轨道梁的制作形态进行如上设定,从而使得成桥形态的轨道梁的线型符合设计要求。(The invention discloses a track beam, a manufacturing method thereof and a design method of the track beam, wherein the track beam has a manufacturing form and a bridge forming form, in an XOZ coordinate system, under the manufacturing form, the edges of the two transverse sides of the top surface of the track beam are both curves with the middle parts being concave along the Z axis, the end surfaces of the two longitudinal sides of the track beam are both inclined relative to the Z axis, the distance between the end surfaces of the two longitudinal sides of the track beam is gradually increased along the direction from the top surface to the bottom surface of the track beam, under the bridge forming form, the edges of the two transverse sides of the top surface of the track beam are both parallel relative to the X axis, and the end surfaces of the two longitudinal sides of the track beam are both parallel relative to the Z axis. According to the track beam, the manufacturing form of the track beam is set as above, so that the line type of the track beam in the bridge form meets the design requirement.)

1. A rail beam characterized in that a center point of a bottom surface of the rail beam is defined as an origin O, a longitudinal direction of the rail beam is defined as an X-axis direction, a lateral direction of the rail beam is defined as a Y-axis direction, a vertical direction of the rail beam is defined as a Z-axis direction, the rail beam has a fabrication form and a bridging form, and in an XOZ coordinate system,

in the manufacturing state, the edges of the two lateral sides of the top surface of the track beam are both curves with the middle parts being concave along the Z axis, the end surfaces of the two longitudinal sides of the track beam are both inclined relative to the Z axis, and the distance between the end surfaces of the two longitudinal sides of the track beam is gradually increased along the direction from the top surface to the bottom surface of the track beam,

in the bridge forming state, the edges of the two transverse sides of the top surface of the track beam are parallel to the X axis, and the end surfaces of the two longitudinal sides of the track beam are parallel to the Z axis.

2. The rail beam defined in claim 1 wherein, in the XOZ coordinate system, in the as-fabricated configuration, both lateral edges of the bottom surface of the rail beam are parallel to the X axis.

3. The track beam defined in claim 1 wherein, in the XOZ coordinate system, in the as-fabricated configuration, the top surface lateral side edges of the track beam are each linear according to a deflection curve function: p ═ ax^1.35。

4. A method of manufacturing a track beam, for manufacturing a track beam according to any one of claims 1-3, comprising the manufacturing steps of:

respectively adjusting the line type of the line type plates at the top ends of the side molds at the two transverse sides;

and respectively adjusting the positions of the end modes on the two longitudinal sides in an XOZ coordinate system and the inclination angle relative to the Z axis.

5. A method of manufacturing a track beam according to claim 4, comprising the manufacturing steps of:

the positions of the end modes on the two longitudinal sides in an XOY coordinate system and the inclination angles of the end modes relative to the Y axis are respectively adjusted,

and respectively adjusting the positions of the end molds on the two longitudinal sides in the YOZ coordinate system and the inclination angle relative to the Z axis.

6. A method for designing a track beam is characterized by comprising the following design steps:

the method comprises the steps of calculating the linear change of the theoretical track beam in the whole life cycle to obtain the linear change of the top surface and the linear change of the two longitudinal end surfaces of the final track beam, reversely designing the theoretical track beam according to the linear change of the top surface and the linear change of the two longitudinal end surfaces to obtain the reversely designed track beam in the manufacturing form, and enabling the linear change of the top surface and the linear change of the two longitudinal end surfaces of the bridge-forming track beam formed after the bridge formation of the manufacturing track beam to meet the linear requirements of the top surface and the linear requirements of the two longitudinal end surfaces of the theoretical track beam.

7. The method of claim 6, wherein the theoretical form of the rail beam is designed as a rectangular parallelepiped, a center point of a bottom surface of the rail beam is defined as an origin O, a longitudinal direction of the rail beam is defined as an X-axis direction, a lateral direction of the rail beam is defined as a Y-axis direction, a vertical direction of the rail beam is defined as a Z-axis direction, and the fabricated form of the rail beam is designed as: the edge of each of the two transverse sides of the top surface of the track beam is a curve with the middle part concave along the Z axis, the end surfaces of the two longitudinal sides of the track beam are inclined relative to the Z axis, and the distance between the end surfaces of the two longitudinal sides of the track beam is gradually increased along the direction from the top surface to the bottom surface of the track beam; designing the bridging form of the track beam to: the edges of the two transverse sides of the top surface of the track beam are parallel to the X axis, and the end surfaces of the two longitudinal sides of the track beam are parallel to the Z axis.

8. The method of claim 7, wherein the fabricated form of the rail beam is designed to be, in an XOZ coordinate system: the edges of two transverse sides of the bottom surface of the track beam are parallel to the X axis.

9. The method of claim 7, wherein the fabricated form of the rail beam is designed to be, in an XOZ coordinate system: the line type of the edge of the two transverse sides of the top surface of the track beam conforms to the flexibility curve function: p ═ ax^1.35。

Technical Field

The invention relates to the technical field of rail transit, in particular to a rail beam, a manufacturing method thereof and a design method of the rail beam.

Background

The straddle type monorail transit system is used as a transportation means for urban modernization, the structural form of the straddle type monorail transit system is obviously different from that of other rail transit systems, a rail of the straddle type monorail transit system adopts a prestressed concrete rail beam, the prestressed concrete rail beam is used as a bidirectional deflection member, and the straddle type monorail transit system also has the function of bearing larger torsional load besides the functions of bearing vertical load and horizontal load of a train, such as centrifugal force, wind power and the like; meanwhile, as a rail for train running, the rail is required to have good running performance, maintenance performance and economy. The straddle type monorail traffic system is characterized in that a beam and a track are integrated, the beam is not only used as a bearing structure, but also used as a track for vehicle running, and therefore the requirements on manufacturing and mounting precision are extremely high. However, the line type of the rail beam in the related art is difficult to secure.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a track beam, which enables the line type of the track beam in the bridge form to meet the design requirement by designing the manufacturing form of the track beam.

The invention also provides a manufacturing method for manufacturing the track beam.

The invention further provides a design method of the track beam.

According to the track beam of the embodiment of the first aspect of the present invention, the center point of the bottom surface of the track beam is defined as the origin O, the longitudinal direction of the track beam is defined as the X-axis direction, the lateral direction of the track beam is defined as the Y-axis direction, the vertical direction of the track beam is defined as the Z-axis direction, the track beam has a fabrication form and a bridging form, in the XOZ coordinate system, under the manufacturing form, the two lateral side edges of the top surface of the track beam are both curves with the middle parts depressed along the Z axis, the two longitudinal side end surfaces of the track beam are both inclined relative to the Z axis, and the distance between the longitudinal side end surfaces of the track beam is gradually increased along the direction from the top surface to the bottom surface of the track beam, in the bridge forming state, the edges of the two transverse sides of the top surface of the track beam are parallel to the X axis, and the end surfaces of the two longitudinal sides of the track beam are parallel to the Z axis.

According to the track beam, the manufacturing form of the track beam is set as above, so that the line type of the track beam in the bridge form meets the requirement.

The manufacturing method of the track beam according to the second aspect of the present invention is used for manufacturing the track beam according to the first aspect of the present invention, and the manufacturing method includes the manufacturing steps of: respectively adjusting the line type of the line type plates at the top ends of the side molds at the two transverse sides; and respectively adjusting the positions of the end modes on the two longitudinal sides in an XOZ coordinate system and the inclination angle relative to the Z axis.

According to the method for manufacturing the track beam, the track beam in a manufacturing form can be simply, effectively and reliably obtained.

According to the design method of the track beam in the third aspect embodiment of the invention, the design method comprises the following steps: the method comprises the steps of calculating the linear change of the theoretical track beam in the whole life cycle to obtain the linear change of the top surface and the linear change of the two longitudinal end surfaces of the final track beam, reversely designing the theoretical track beam according to the linear change of the top surface and the linear change of the two longitudinal end surfaces to obtain the reversely designed track beam in the manufacturing form, and enabling the linear change of the top surface and the linear change of the two longitudinal end surfaces of the bridge-forming track beam formed after the bridge formation of the manufacturing track beam to meet the linear requirements of the top surface and the linear requirements of the two longitudinal end surfaces of the theoretical track beam.

According to the design method of the track beam, the design concept is ingenious, and the track beam in the manufactured form is designed reversely, so that the track beam in the bridge form meets the requirement of the theoretical form.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic illustration of a theoretical profile of a track beam according to one embodiment of the present invention;

FIG. 2 is a schematic view of a profiled rail beam according to one embodiment of the present invention;

FIG. 3 is a schematic view of a track beam in a bridge formation according to one embodiment of the present invention;

FIG. 4 is a schematic view of a mold according to one embodiment of the invention;

FIGS. 5 and 6 are process diagrams of the design of a track beam according to one embodiment of the present invention;

FIG. 7 is a diagram of a computational model of a rail beam according to one embodiment of the invention;

FIG. 8 is a schematic illustration of a concave curve based inverted arch design according to one embodiment of the present invention;

FIG. 9 is a schematic view of a convex curve based inverted arch design in accordance with one embodiment of the present invention;

FIG. 10 is a schematic design diagram of a minimum ultra high rate method according to an embodiment of the invention;

FIG. 11 is a schematic diagram of an evolution process of a track beam according to an embodiment of the invention;

FIG. 12 is a schematic view of an end mold and trolley arrangement according to one embodiment of the invention;

FIG. 13 is a plan layout view of a profiled rail beam according to one embodiment of the present invention;

FIG. 14 is a schematic diagram illustrating the calculation of the superelevation caused by the circular curve pad according to one embodiment of the present invention.

Reference numerals:

a track beam 100; theoretical form A; manufacturing a form B; a bridging formation C; final form D;

a top surface 1; top left edge 11; top right side edge 12;

an end face 2; a small mileage side end face 21; a large mileage-side end face 22;

a bottom surface 3; bottom left side edge 31; bottom right side edge 32;

a mold 200; a cushion stone 300; a support 400;

a bottom die 4; a side mold 5; an end die 6;

a wire-shaped plate 7; the strip 71; the bolt 72 is adjusted.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

The straddle type monorail transportation system is used as a transportation means for urban modernization, the structural form of the straddle type monorail transportation system is obviously different from that of other rail transportation systems, and a prestressed concrete rail beam (PC rail beam for short) is adopted for a rail. The PC track beam is used as a bidirectional flexing component, and not only bears the vertical load and the horizontal load (centrifugal force, wind power and the like) of the train, but also bears the action of larger torsional load; meanwhile, as a rail for train running, the rail is required to have good running performance, maintenance performance and economy. The straddle type monorail traffic system is characterized in that a beam and a track are integrated, the beam is not only used as a bearing structure, but also used as a track for vehicle running, and therefore the requirements on manufacturing and mounting precision are extremely high.

In order to ensure that the track beam line type meets the requirements, the related technology is provided with a method for casting the track beam control line type twice, firstly, a reinforcement cage is bound at a design position, a prestressed steel strand pipeline is laid, then, a track beam main body is formed by casting concrete once, and the casting height is lower than the design height of the track beam, such as 3-10 cm; secondly, after the track beam main body reaches the specified strength, tensioning steel strands apply prestress to the track beam main body; and finally, performing secondary pouring on the top surface 1 of the track beam main body to the designed height of the track beam, and forming a leveling layer on the surface of the track beam main body.

The above method of casting the control line type of the track beam twice has several obvious disadvantages: firstly, a simple construction process is complicated, the track beam is cast and formed twice, and the turnover period of the template is prolonged; moreover, the material of the secondary pouring leveling layer is a special material, so that the cost is increased; the most important is that the thickness of the leveling layer is generally 3-10 cm, and in the long-term operation process, the leveling layer can show the disease phenomena such as cracks and even shedding due to the change of the environmental temperature and the influence of adverse factors such as the horizontal braking force of a train. Therefore, although the flatness of the surface of the track beam of the straddle type monorail train can be ensured in the early stage by the linear control method, the running stability and reliability of the train can be influenced in the later stage.

In order to solve at least one of the above technical problems, the present invention provides a track beam 100, a method for manufacturing the track beam 100, and a method for designing the track beam 100. It should be noted that the track beam 100 according to the embodiment of the present invention refers to a track beam made of prestressed concrete, which is abbreviated as PC track beam.

Hereinafter, a track beam 100 according to an embodiment of the present invention will be described with reference to the accompanying drawings.

As shown in fig. 1, in the description herein, a center point of a bottom surface of the rail beam 100 is defined as an origin O, a longitudinal direction of the rail beam 100 is defined as an X-axis direction, a lateral direction of the rail beam 100 is defined as a Y-axis direction, and a vertical direction of the rail beam 100 is defined as a Z-axis direction. The method of establishing the coordinate system described in this paragraph is applied to each type of the rail beam 100 described later, and for example, it is described which type of the rail beam 100 is described later, and which type of the rail beam 100 has the bottom center point as the origin O.

Referring to fig. 2 and 3, the track beam 100 has a fabrication configuration B and a bridging configuration C.

In the manufacturing configuration B, as shown in fig. 2, in the XOZ coordinate system, both lateral side edges of the top surface 1 of the track beam 100 are curves with a central portion depressed along the Z axis (for example, the center of the left side edge 11 of the top surface of the track beam 100 shown in fig. 2 is depressed along the Z axis by s1, the center of the right side edge 12 of the top surface of the track beam 100 is depressed along the Z axis by s 2), both longitudinal side end surfaces 2 of the track beam 100 are inclined with respect to the Z axis (for example, the small range side end surface 21 of the track beam 100 shown in fig. 2 is inclined with respect to the Z axis by an angle of a1, and the large range side end surface 22 of the track beam 100 is inclined with respect to the Z axis by an angle of a 2), and the distance between both longitudinal side end surfaces 2 of the track rail 100 gradually increases in a direction from the top surface 1 to the bottom surface 3 of the track rail 100 (for example, the distance between the small range side end surface 21 and the large range side end surface 22 of the track rail 100 in the X-axis direction shown in fig. 2 gradually increases from top to bottom).

As shown in fig. 3, in the bridge configuration C, in the XOZ coordinate system, both lateral side edges of the top surface 1 of the track beam 100 are parallel to the X axis (for example, both left side edges 11 of the top surface of the track beam 100 shown in fig. 3 are parallel to the X axis, and both right side edges 12 of the top surface of the track beam 100 are parallel to the X axis), and both longitudinal side end surfaces 2 of the track beam 100 are parallel to the Z axis (for example, both small range side end surfaces 21 of the track beam 100 shown in fig. 3 are parallel to the Z axis, and both large range side end surfaces 22 of the track beam 100 are parallel to the Z axis).

It will be appreciated that the top surface 1 of the track beam 100 is typically grout based on a top left side edge 11 and a top right side edge 12, such that the top surface 1 of the track beam 100 is generally curved with a concave center portion when both the top left side edge 11 and the top right side edge 12 are concave, and the top surface 1 of the track beam 100 is generally planar parallel to the X-axis when both the top left side edge 11 and the top right side edge 12 are parallel to the X-axis.

The production form B of the track beam 100 refers to a form of the track beam 100 at the time of demolding during the production process, and the bridge formation form C refers to a form of a finished beam of the track beam 100 at the time of shipment. The track beam 100 is produced from the fabricated form B after being demolded, and undergoes a series of post-processing, such as but not limited to dynamic monitoring and guiding through a curing stage to gradually raise the beam body along the axis, so that the beam end is gradually compressed and rotated to finally develop into the bridge-forming form C.

Therefore, the manufacturing form B of the track beam 100 is designed to be a state that the top surface 1 is sunken and the two end surfaces 2 are inclined, so that the track beam 100 can present that the top surface 1 is a plane parallel to an X axis and the end surfaces 2 on two sides are planes parallel to a Z axis in a bridge forming state C, and therefore the track beam 100 has self-balancing capacity of resisting disturbance of various adverse factors in the long-term operation process, the structural performance of the track beam is dynamically maintained in an initial balance state, the flatness of the surface of the straddle type monorail train track beam 100 can be guaranteed, and the impact resistance of the track beam 100 is improved.

In some embodiments, in the XOZ coordinate system, as shown in fig. 2, in the manufacturing configuration B, both lateral side edges of the bottom surface 3 of the track beam 100 are parallel to the X axis (for example, the left side edge 31 of the bottom surface of the track beam 100 is parallel to the X axis, and the right side edge 32 of the bottom surface of the track beam 100 is parallel to the X axis in fig. 2), so that the bottom surface 3 of the track beam 100 in the manufacturing configuration B is designed to be a plane parallel to the X axis, thereby facilitating the installation of the bottom mold 4 and the processing of the track beam 100.

Further, it is understood that, in the XOZ coordinate system, when both lateral side edges of the bottom surface 3 of the rail beam 100 are parallel to the X axis in the manufacturing configuration B, as shown in fig. 3, both lateral side edges of the bottom surface 3 of the rail beam 100 are curved lines having a concave middle portion along the Z axis in the bridge configuration C (for example, the center of the bottom surface left side edge 31 of the rail beam 100 shown in fig. 3 is concave along the Z axis, and the center of the bottom surface right side edge 32 of the rail beam 100 is concave along the Z axis), so that the line type of the top surface 1 and the longitudinal side end surfaces 2 of the rail beam 100 in the bridge configuration C is not affected.

In some embodiments, as shown in fig. 2, the applicant has creatively found that, in the manufacturing configuration B, in the XOZ coordinate system, the line shapes of both lateral side edges of the top surface 1 of the track beam 100 conform to the deflection curve function: p ═ ax^1.35For example, the top left edge 11 of the rail beam 100 shown in fig. 2 has a line shape conforming to the deflection curve function: p ═ ax^1.35The top right edge 12 of the rail beam 100 also has a linear form conforming to the deflection curve function: p ═ ax^1.35Wherein a is a non-zero coefficient. Thereby the device is provided withThe rail beam 100 can be effectively ensured that the edges of the two transverse sides of the top surface 1 of the rail beam 100 are parallel to the X axis under the bridge forming state C, so that the requirement of the bridge forming state C of the rail beam 100 is met. It should be noted that the deflection curve function is not derived through limited experiments, but is creatively discovered by the applicant.

Next, a method of manufacturing the track beam 100 according to an embodiment of the present invention is described.

According to the manufacturing method of the embodiment of the present invention, the method for manufacturing the track beam 100 of any one of the above embodiments may specifically include the following manufacturing steps: as shown in fig. 4, the line type of the line type plates 7 at the top ends of the side molds 5 at both lateral sides are respectively adjusted, so that the line type of both lateral side edges of the top surface 1 of the track beam 100 can be obtained; and adjusting the positions of the end molds 6 on the two longitudinal sides in the XOZ coordinate system and the inclination angles of the end molds relative to the Z axis respectively, so that the line type of the end surfaces 2 on the two longitudinal sides of the track beam 100 in the XOZ coordinate system can be obtained. Therefore, the track beam 100 can meet the requirement of the manufacturing form B after being demoulded, and the operation is simple and effective.

The manufacturing method according to the embodiment of the invention can further comprise the following manufacturing steps: the positions of the end moulds 6 on the two longitudinal sides in the XOY coordinate system and the inclination angles of the end moulds 6 relative to the Y axis are respectively adjusted, and the positions of the end moulds 6 on the two longitudinal sides in the YOZ coordinate system and the inclination angles of the end moulds 6 relative to the Z axis are respectively adjusted. Therefore, the requirement of line shape and super high can be satisfied.

As shown in fig. 4, the track beam 100 according to the embodiment of the present invention is formed by one-time casting using a mold 200, and the mold 200 includes: the die comprises a bottom die 4, two side dies 5 and two end dies 6, wherein the top of each side die 5 is provided with a wire-shaped plate 7, and the manufacturing process can be, but is not limited to: paying off the trolley, arranging the support 400 and the end die 6 on the trolley, and adjusting the position and the inclination angle of the end die 6; binding steel bars; adjusting the linear type of the linear plate 7 at the top of the side mould 5, pushing a trolley provided with an end mould 6 and a support 400 and bound steel bars between the two side moulds 5, and respectively pushing the two side moulds 5 by using jacks at two sides of the two side moulds 5 to limit the side linear type of the manufacturing form B of the track beam 100; and (3) pouring concrete from the top, after the concrete reaches 7 positions of the linear plates after pouring compaction, performing plastering work on the top surface 1 by taking the linear plates as a reference to obtain the linear shape of the top surface 1 of the manufacturing form B of the track beam 100, and then demolding to obtain the track beam 100 of the manufacturing form B. And hoisting and displacing the track beam 100 in the manufacturing form B, and performing subsequent operations such as tensioning, pipeline grouting, end sealing, finished product detection and the like to finally obtain the track beam 100 in the bridge forming form C.

It should be noted that the specific configuration of the wire form 7 is not limited, and for example, as shown in fig. 4, the wire form 7 may include a strip 71 extending in the longitudinal direction of the rail beam 100 and a plurality of adjusting bolts 72 spaced apart in the length direction of the strip 71, and the wire form adjustment of the wire form 7 may be performed by adjusting the screwing depth of each adjusting bolt 72 to change the wire form of the strip 71.

Next, a method of designing the track beam 100 according to an embodiment of the present invention is described.

The method for designing the track beam 100 according to the embodiment of the invention comprises the following design steps: as shown in fig. 5 and 6, the track beam 100 of the theoretical form a is subjected to the whole life cycle linear variation calculation to obtain the linear variation of the top surface 1 and the linear variation of the two longitudinal end surfaces 2 of the track beam 100 of the final form D, and the track beam 100 of the theoretical form a is reversely designed according to the linear variation of the top surface 1 and the linear variation of the two longitudinal end surfaces 2 of the track beam 100 of the final form D relative to the track beam 100 of the theoretical form a to obtain the track beam 100 of the fabrication form B after reverse design, so that the top surface 1 and the two longitudinal end surfaces 2 of the track beam 100 of the bridge formation form C formed after the track beam 100 of the fabrication form B is bridged to meet the linear requirements of the top surface 1 and the two longitudinal end surfaces 2 of the track beam 100 of the theoretical form a.

Therefore, according to the design method of the track beam 100 provided by the embodiment of the invention, the linear precision of the track beam 100 formed by one-time pouring can be effectively ensured, and the parameters of the manufacturing form B of the track beam 100 are accurately deduced before the track beam 100 is manufactured, so that the track beam 100 in the bridge forming state C meets the requirement of the theoretical form A, and therefore, the track beam 100 has the self-balancing capability of resisting disturbance of various adverse factors in the long-term operation process, the structural performance of the track beam is dynamically maintained in the initial balance state, the flatness of the surface of the track beam 100 of the straddle type monorail train can be ensured, and the impact resistance of the track beam 100 is improved.

In addition, it can be understood that a perfect monitoring mechanism can be established at the same time to control the evolution of the beam form, so as to ensure that the track beam 100 can be effectively transformed from the fabrication form B to the bridge formation C. It should be noted that, after the fabrication form B of the track beam 100 is designed, a person skilled in the art can know how to change the fabrication form B of the track beam 100 into the bridge form C, and therefore details are not described herein.

In some embodiments of the present invention, as shown in fig. 6, a theoretical form a of the track beam 100 is designed as a rectangular parallelepiped, and in conjunction with fig. 2 to 3, a central point of a bottom surface of the track beam 100 is defined as an origin O, a longitudinal direction of the track beam 100 is defined as an X-axis direction, a lateral direction of the track beam 100 is defined as a Y-axis direction, a vertical direction of the track beam 100 is defined as a Z-axis direction, and a fabrication form B of the track beam 100 in an XOZ coordinate system is designed as: the horizontal both sides edge of top surface 1 of track roof beam 100 is the middle part along the sunken curve of Z axle, and the vertical both sides terminal surface 2 homogeneous phase of track roof beam 100 inclines to the Z axle, and along the top surface 1 to the direction of bottom surface 3 from track roof beam 100, and the distance between the vertical both sides terminal surface 2 of track roof beam 100 increases gradually, designs the preparation form B of track roof beam 100 into: the edges of two transverse sides of the bottom surface 3 of the track beam 100 are parallel to the X axis; the bridging form C of the track beam 100 is designed as: the edges of the two transverse sides of the top surface 1 of the track beam 100 are parallel relative to the X axis, the end surfaces 2 of the two longitudinal sides of the track beam 100 are parallel relative to the Z axis, and the edges of the two transverse sides of the bottom surface 3 of the track beam 100 are curves with middle parts concave upwards along the Z axis.

In the present embodiment, the design is made for the constant-section rail beam 100, that is, the rail beam 100 in which the theoretical form a is a rectangular parallelepiped, but for the sake of convenience of processing, the rail beam 100 in the fabrication form B is designed such that both lateral side edges of the bottom surface 3 are parallel to the X axis and the bottom surface 3 of the rail beam 100 in the bridge formation state C is concave, but the design of the rail beam 100 in the embodiment of the present application for the variable-section beam body is not described. Of course, the present invention is not limited to this, and in order to obtain the bottom surface 3 of the track beam 100 in the bridge form C as well as the plane, the bottom surface 3 of the track beam 100 in the production form B may be provided as a concave curved surface, and in this case, the bottom mold 4 may be newly designed.

Therefore, as can be understood from the foregoing description, the manufacturing form B of the track beam 100 is designed to be a state in which the top surface 1 is concave and the two end surfaces 2 are inclined, so that the track beam 100 can present a plane parallel to the X axis and the two end surfaces 2 are parallel to the Z axis in a bridge state, so that the track beam 100 has a self-balancing capability against disturbance of various adverse factors during a long-term operation period, the structural performance of the track beam is dynamically maintained in an initial balanced state, the flatness of the surface of the track beam 100 of the straddle-type monorail train can be ensured, and the impact resistance of the track beam 100 is improved.

The applicant found that, when the track beam 100 (a regular rectangular parallelepiped) of the theoretical form a shown in fig. 5(a) is subjected to a full-life-cycle linear change calculation and the final deformation of the track beam 100 is mainly the bending deformation of the top surface 1 upward and the longitudinal compression deformation of both ends in the longitudinal direction as shown in fig. 5(B) under the combined action of various factors such as dead load (including self-weight, prestress and second-stage dead load), concrete shrinkage and creep, and train load, the track beam 100 after bridging becomes the final form D shown in fig. 5(B) in which the central axis of the track beam 100 is curved upward and the longitudinal ends are compressed into arc cylinders, which does not satisfy the use requirements, when the track beam 100 is manufactured in accordance with the theoretical form a of the regular rectangular parallelepiped shown in fig. 5 (a).

Can be found by comparison; the final form D has a compression amount Sb at both ends compared to the theoretical form a, and since the central axis of the track beam 100 is in an upward arch shape, the two longitudinal end faces 2 have a significant inclination angle a, in order to make the bridged form C of the track beam 100 meet the requirement of the theoretical form a, before beam making, a method of reverse deformation correction is adopted according to the line elements, and a manufacturing form B of the track beam 100 is designed, as shown in fig. 5(C), where Δ a is an upper compression amount; Δ b is a lower compression amount, the compression amount of-Sb is reversely lengthened at both ends, the compression amount Sb at both longitudinal ends of the track beam 100 in fig. 5(b) can be eliminated, the end portion is preset with a reverse deformation inclination angle-a, the inclination angle a caused by prestress eccentric tension in fig. 5(b) can be eliminated, and the camber amount Sa of the top surface 1 in fig. 5(b) can be eliminated by giving a reverse deformation amount-pre-camber of Sa along the central axis of the track beam 100. Thus, the distortion difference shown in fig. 5(b) can be eliminated by the above-described reverse distortion correction method.

In short, in the present application, as shown in fig. 6(a), the theoretical form a of the track beam 100 is set to be a regular cuboid, as shown in fig. 6(B), the fabrication form B is modified by reverse deformation and a construction process to be designed to be an irregular hexahedron with a concave top surface 1, inclined two ends and a horizontal bottom surface 3, and the beam body is gradually arched along the axis by dynamic monitoring and guiding in a maintenance stage, and the beam end is gradually compressed and rotated, so that the track beam 100 in the fabrication form B can be finally transformed into the track beam 100 in the bridge formation state C, in which the top surface 1, the two longitudinal end surfaces 2 and the two lateral side surfaces are all consistent with the theoretical form a, and the bottom surface 3 is concave upwards, as shown in fig. 6(C), thereby meeting the use requirements.

It should be explained that, when the track beam 100 of the theoretical form a is subjected to the calculation of the full-life-cycle linear change, the modeling simulation may be performed by using bridge design software or programming, for example, the model simulates the full-life-cycle linear change of the track beam 100 in the theoretical form a (as shown in fig. 5 (a)), and initial form data of the track beam 100 at each stage of demolding, pre-tensioning, post-tensioning, beam storage, beam erection, ten years of operation, such as the maximum arch value of the mid-span top surface 1, the end displacement (compression amount), the end inclination angle, etc., are obtained. Thus, the calculation can be simply and efficiently realized.

In addition, considering that the process from concrete pouring to the process of forming the track beam 100 into the bridge generally requires a period of time, for example, 104 days, in the form evolution process, the form of the track beam 100 is not only related to the shape of the track, but also related to factors such as constant load, prestress loading, relaxation, creep shrinkage, vehicle live load, additional load, temperature difference caused by seasonal change and day and night alternation, fatigue damage caused by train cyclic load, and the like. Therefore, since the bridge is subjected to different loads in the manufacturing, erection and operation stages, load combination and boundary condition conversion should be performed when load analysis is to be performed. For example, when the model is built using the midland bridge computing software as shown in fig. 7, the linear changes of the whole life cycle of the track beam 100 are simulated, and the boundary conditions at each stage are transformed as shown in tables 1 and 2.

TABLE 1 boundary condition Classification Table

TABLE 2 combination of loads and boundary conditions

In addition, it should be noted that, when the top surface 1 of the track beam 100 is designed to be inverted, the influence of the vertical line curve, the line super-high and super-high distribution principle, etc. may be considered, and these influence factors are specifically analyzed below.

Specifically, the form of the track beam 100 is closely related to the shape of the line, and besides the initial form data of the track beam 100 at each stage is obtained by numerical simulation calculation, the implementation of the line vertical curve on the track beam 100, and the installation and distribution mode of the line superelevation are also considered. As shown in fig. 8 and 9, the schematic diagram of the inverted arch design of the concave-convex curve is shown, where the pre-arch value is the pre-arch value of the stressed track beam 100 + the pre-arch value of the concave-vertical curve/-the pre-arch value of the convex-vertical curve + the pre-arch value caused by the super-high, and the corresponding pre-arch value is zero in the track beam 100 without the vertical curve and the super-high.

For example, as shown in fig. 8(a), in the concave-vertical curve line, as shown in fig. 8(a), the pre-arching value is the pre-arching value (Δ P) of the stress applied to the track beam 100) + the pre-arching value (Δ R) + the pre-arching value (Δ C) due to the overhigh curve, and the manufacturing form B of the finally obtained track beam 100 is shown in fig. 8 (B). For example, as shown in fig. 9, for the convex-vertical curve line, the pre-camber value (Δ P) of the stress applied to the track beam 100) -the pre-camber value (Δ R) + the pre-camber value (Δ C) due to the overhigh curve, and the manufacturing form B of the finally obtained track beam 100 is shown in fig. 9 (B).

As shown in fig. 10, the ultra-high distribution principle is: the ultra-high ratio of the pad stone 300 and the track beam 100 should meet the requirement of ultra-high line, in fig. 10, an area L1 is a circular curve area, an area L2 is a moderate curve area, the distribution principle of the ultra-high ratio of the pad stone 300 and the track beam 100 adopts a minimum ultra-high ratio method, namely, the ultra-high ratio at two ends of a certain beam in the line is set on the pad stone 300, and the ultra-high ratio at the rest part is set on the track beam 100. Such a distribution is advantageous in that the line height is adjustable during the beam erecting phase or the service phase. By adopting a minimum super-elevation method, after a curved beam (including a straight-slow curve beam, a gentle curve beam and a circular curve beam) is set to be super-elevated, the track beam 100 rotates by taking the connecting line of the central points of the support 400 and the base stone 300 at the two ends of the beam as a rotating shaft and the transverse gradient of the support 400 and the base stone 300 as a rotating angle, namely the track beam 100 is lifted in the midspan, and simultaneously the central line of the top surface 1 of the track beam 100 deviates from the designed position of the original line. In order to eliminate the influence that the track beam 100 will be lifted in the midspan, it is adopted to set a certain pre-camber on the top surface 1 of the track beam 100 to eliminate the lifting amount in the midspan.

As shown in fig. 11(a) and 11(B), the shape B of the track beam 100 is designed such that the formula for calculating the inverted camber Δ C of the top surface 1 of the track beam 100 due to the super-high of the pad 300 is as follows:

Δ C ═ R · [ cos (Δ L/R) -cos β ] · sin θ, where Δ L is the longitudinal length of the central axis of the rail beam 100, R is the plane curve radius of the rail beam 100, θ is the angle due to the beam super-height, and β is the half-circle central angle corresponding to the rotation axis connecting the center points of the pedestals 400, with reference to fig. 14, the rail beam 100 in the bridge formation C shown in fig. 11(C) and 11(d) can be obtained.

Fig. 11(a) and 11(c) are front views of the rail beam 100, i.e., views viewed in the XOZ coordinate system, and fig. 11(b) and 11(d) are cross-sectional views of the rail beam 100, i.e., views viewed in the YOZ coordinate system. The calculation method of the inverted camber value deltac caused by the ultra-high of the pad stone 300 for the combined curve beam (including the beam combining the straight line, the easement curve and the circular curve) is as follows: Δ C ═ a · sin θ, where a is the length of the calculation point perpendicular to the axis of rotation; theta is the angle caused by the ultra-high rate of the beam.

As shown in fig. 12, when the track beam 100 of the manufacturing form B is designed, a linear control reference coordinate system XOY is established, the design is developed by using the center line of the bottom surface 3 as a basic coordinate system, and the positions of the line-laying center line of the trolley surface and the relative positions of the end mold 6 and the support 400 of the track beam 100, such as the positions of the A, B, C, D, E, F, A ', B', C ', D', E ', and F' points shown in the figure, are derived to match the requirements of the construction process, the line shape, and the track beam 100 structure, and key data such as the beam length, the top surface 1 line shape, and the like can be detected at each stage of the later period according to the relative positions of the end mold 6 and the support 400.

Since the compression, creep, load, and other factors change with time, the inclination angle of the end mold 6 caused by them also changes with time, that is, the inclination angle of the end mold 6 occurring in the whole life cycle of the track beam 100 (usually, before and after demolding and initial stretching, before and after final stretching, 4 weeks, 2 months, and at the time of shipment (104 days) is taken, and therefore the compression amount value at the corresponding stage is calculated, as shown in fig. 13, when the track beam 100 of the manufacturing form B is designed, the inclination angle α of the end mold 6, the shrinkage Δ L1 of the top surface 1 of the track beam 100, and the shrinkage Δ L2 of the bottom surface 3 of the track beam 100 are set to satisfy the following relationship in the XOZ coordinate system:

ΔL₁＝ΔL-(H·tanα)/2，ΔL₂Δ L + (H · tan α)/2, where α is an angle (rad) between the end mold 6 and the Z axis, angles α and α' between the end mold 6 on the large and small mileage sides are different depending on the line, H is a beam height (m), and Δ L is a one-sided expansion change of the central axis of the track beam 100.

In addition, the curve beam also has an end mould 6 corner, and the end face 2 of the track beam 100 has a relation with the line: ensuring that the end face 2 of the track beam 100 is perpendicular to the designed line plane curve in the XOY coordinate system, ensuring that the inclination angle of the end die 6 is perpendicular to the longitudinal section line in the XOZ coordinate system, and ensuring that the corner of the end die 6 matches the ultra-high rate of the track beam 100 in the YOZ coordinate system, namely: tan θ ═ c%, in the formula: theta is a corner of the end die 6, namely a corner of the end die 6 relative to the Z axis; c% is 100 ultra high rate of the rail beam at the beam end face 2.

Therefore, in the manufacturing method of the track beam 100, the present application proposes that the positions of the end molds 6 on the two longitudinal sides in the XOY coordinate system and the inclination angles with respect to the Y axis may be respectively adjusted, and the positions of the end molds 6 on the two longitudinal sides in the YOZ coordinate system and the inclination angles with respect to the Z axis may be respectively adjusted. Therefore, the design requirement of the curved beam can be met.

In some embodiments of the present invention, in the XOZ coordinate system, the fabrication form B of the track beam 100 is designed as: the line type of the two lateral side edges of the top surface 1 of the track beam 100 all conforms to the flexibility curve function: p ═ ax^1.35. Therefore, as can be understood from the foregoing description, it can be effectively ensured that, in the bridging configuration C, both lateral side edges of the top surface 1 of the track beam 100 are parallel to the X axis, so as to meet the requirement of the bridging configuration C of the track beam 100.

For example, in the above numerical simulation, the change of the deflection in the final form D shown in fig. 5(b) may be calculated, then the coefficient a may be derived from the deflection corresponding to the X-coordinate value, and then the deflection curve function may be obtained by using the coefficient a: p ═ ax^1.35To design the track beam 100 of the manufacturing form B. In addition, it should be noted that the line types of the two lateral side edges of the top surface 1 of the track beam 100 may be the same or different, and need to be calculated according to the actual situation of the track. In addition, it should be noted that the deflection curve function is not derived through limited experiments, but is creatively discovered by the applicant.

Therefore, according to the design method of the track beam 100 of the embodiment of the invention, the deflection P of the span of different linear bridges in the whole life cycle is obtained through calculation, and the deflection curve function is used as follows: p ═ ax^1.35Designing and manufacturing the top surface 1 linear type of the track beam 100 of the form B, simultaneously considering the influence of the superelevation, respectively and independently calculating the beam height linear types of the top surface left side edge 11 and the top surface right side edge 12 of the track beam 100, adjusting the top surface 1 linear type by utilizing the linear plate 7 at the top end of the side die 5 to accord with pre-arching and superelevation, and correcting the compression amount and the end inclination angle of the track beam 100 by utilizing the end die 6, so that the top surface 1 of the track beam 100 manufactured in the form B accords with the design requirement, and the finally obtained unevenness of the top surface 1 of the track beam 100 in the bridge form C basically meets the standard requirementThe obtained thickness is 3mm/4 m.

In summary, the invention derives the polymorphic evolution mechanism and the transient structural deformation of different tenses of the track beam 100 according to the factors of the line plane and the longitudinal section based on the characteristic growth rule of the early-age concrete material. The track beam 100 is reversely corrected by controlling data such as an end mould 6 inclination angle, a beam (arc) length, a beam width, a radius, a compression amount, a top surface 1 pre-arching amount, an ultrahigh value and the like of the initial form of the track beam 100, and then the track beam 100 with high linear precision is formed by one-time pouring through a relatively mature maintenance process and a relatively mature detection method.

The difference between the present invention and the conventional design method in the related art is that the present invention adopts the inverse thinking to deduce the linear model of the track beam 100 at each stage in the manufacturing process, and combines the design conditions and the construction process to skillfully design the top surface deflection curve function 1 of the track beam 100 in the manufacturing form B: p ═ ax^1.35The manufacturing form B of the track beam 100 is strictly controlled, and then the linear type parameters are controlled in each stage through standard maintenance and detection, so that the linear type of the track beam 100 in the bridge forming form C can meet the requirement of one-time pouring forming, the linear type control precision is high, the turnover period of a template is shortened, the productivity is improved, and the requirement of mass production is met.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.