WO2011120186A1 - Track system for magnetic suspension passenger traffic line - Google Patents

Abstract

A track system for magnetic suspension passenger traffic line includes a main structure of track girders, which concretely comprises: a supporting box girder (10) used as a main load-bearing body; track carrieres (20) set on the supporting box girder (10); track girders (30) set on the track carrieres (20) and used for supporting and guiding a magnetic suspension train. The track carrieres (20) are casted to be integrated with the supporting box girder (10) and used as a basic track structure for jointly supporting the magnetic suspension train; the track girders (30) include plate-type track girders (31) set on the track carrier (20) and π-type track girders (32) set between the adjacent track carrieres on pier studs(40). Besides, train-ground communication structures (50) can be installed on both sides of the top surface of the supporting box girder (10), and safe escape structures (60) can be installed in the reserved delimitation space.

Description

 Passenger track system for magnetic floating traffic lines

 The invention relates to a rail system, in particular to a rail system for a passenger maglev traffic line. Background technique

 The long-term practical operation of the high-speed magnetic floating traffic technology has proven to be safe and feasible. However, the track layout of the existing passenger maglev transportation system is an independent track beam structure. There is no systematic measurement of the functions as a passenger dedicated line, and there are still many shortcomings in the system integration technology.

 A passenger rail maglev transportation system with a single track arrangement as depicted in Figure 1 does not consider noise reduction measures and accident escape facilities. When the maglev train 101 is operated on the track 102, the structure of the cover beam 103 and the cover beam 103 supporting the track beam is much higher than the ground. In the event of an accident, passengers have to use the escape tube to slide down to the ground, limiting the escape time, thus placing high demands on the safety redundancy design of the train 101, making the system costly.

 As shown in FIG. 2, an improved arrangement of the above-mentioned track arrangement is considered, and measures for how to reduce noise are carefully considered. The structure of the selected slab track beam 206 is mounted on the simply supported truss 202, and is disposed at the bottom of the simply supported truss 202. The noise reduction partition 204 is used to isolate the aerodynamic noise of the running noise of the train 201. Further, a vehicle lower noise reduction structure 203 and a support structure 205 are further provided at the bottom of the simply supported truss 202 to further limit the motor noise when the train 201 is running. However, such measures are limited only to the partially improved structural stage, and the track structure of the high-speed maglev transportation system is not considered as a part of the system to take into account its integrated effects.

As shown in FIG. 3 and FIG. 4, it is another track beam structure of the maglev line. In order to strengthen the rigidity of the track beam 301, the section of the track beam 301 is designed to be "work" shaped by internal hollowing. The adjustable support 305 disposed between the bottom of the track beam 301 and the track beam supporting cover beam 302 is adjusted in height such that the track function surface: the sliding surface 303 and the stator surface 304 are maintained within the installation deviation required for safe operation of the train. However, due to the length of 25m, the 187-tonne track beam 301 adopts a factory-made production process, making transportation during project implementation a difficult problem. The track setting of the magnetic floating line still selects a monorail (as shown in Fig. 1), and an elevated structure is adopted along the line. The double track rail beam 301 is empty in the middle. It is supported only by the support cover beam 302. However, in the elevated section, passengers can only use the escape tube to slide to the ground. The "work"-shaped track beam 301 also does not have measures to reduce noise and isolation.

 (430km/h) Large aerodynamic noise is generated during operation.

 In addition, the feeder cables arranged along the line are all placed in the cable trenches on the ground, which makes the cable arrangement along the line seem messy, and also increases the cable connection between the track and the ground, especially in areas with more rainfall. The rain inside flooded the cable and it was difficult to maintain and replace it.

 Based on the above description, the track beam arrangement of the existing normally-guided high-speed maglev transportation system has the following problems:

1) Due to the elevated structure of the track beam, the escape measures cannot be reliably set, and the fire protection design requirements for the train have to be improved;

 2) The cable trench facilities along the line are poorly maintained, increasing the cable connection length and adding additional engineering investment;

 3) The control settlement of the track beam structure can only be adjusted by the track beam support, and the adaptability of the line construction under complex geological conditions is poor;

 4) The existing track beams are factory-made. The heavy-duty factory-produced track beams use coordinate system machining equipment, and the production process is also difficult. At the same time, it also increases the difficulty of rail beam transportation.

 5) The trackside equipment of the line has to be arranged on the ground, and many switch stations are set up, which increases the engineering investment;

 6) In order to maintain the track of the line, it is necessary to occupy a wider ground along the line and set up a maintenance access road, which increases the area of the project land and increases the construction cost.

 The above problems have greatly affected the further development of the existing passenger high-speed maglev transportation system. Disclosure of invention

 The object of the present invention is to propose a suitable and reasonable rail system layout scheme and a feasible implementation method for the passenger maglev traffic line to solve the above technical problems, realize the optimal integration of the constant guide high speed maglev traffic system and reduce the technical cost of the project.

 In order to achieve the above object, the technical solution of the present invention provides a rail system for a passenger magnetic floating traffic line, which comprises a main structure of a rail beam, and is specifically provided.

 Support box beam

a bearing platform disposed on the support box beam; a track beam disposed on the railing platform for supporting and guiding the maglev train;

 The utility model is characterized in that: the above-mentioned rail-bearing platform is integrated with the above-mentioned support box beam, and is used for supporting the basic track structure of the maglev train;

 The track beam comprises a slab track beam disposed on the track platform and a pi-shaped track beam disposed between adjacent track platforms above the pier column.

 The support box beam is reliably connected to the pier column of the ground through the adjustable support provided at the bottom; and the installation deviation of the support box beam is controlled by the adjusting device of the adjustable support.

 The support box beam is a steel beam structure formed by splicing; the above-mentioned bearing platform is integrally connected with the support box beam by a rigid connection manner such as splicing.

 The above-mentioned rail-bearing table is equal in length to the above-mentioned support box beam, and the above-mentioned slab track beam is provided on the joint of the adjacent rail-bearing table to be reliably connected.

 The length of the above-mentioned rail-bearing platform is shorter than that of the above-mentioned supporting box girder, and the above-mentioned π-shaped rail beam is disposed between adjacent rail-bearing platforms to support the adjacent end joints of the box girder.

 The above-mentioned π-shaped rail disposed between the adjacent rail-bearing platforms is reliably connected to the support box beam through the movable support provided at the bottom; and the installation deviation of the support box beam is controlled by the height adjustment of the movable support.

 A set of two or more sets of orbital platforms are arranged on the top surface of the support box beam for single-line, double-line or multi-line operation of the maglev train.

 The above-mentioned railing platform comprises a linear section bearing platform and a curved section bearing platform; the above-mentioned linear section or the section of the curve section is continuously arranged along the track line.

 The linear section of the above-mentioned straight section is an I-shaped structure that is internally hollowed out.

 The above-mentioned curve section of the curve section is set to have a lower step structure on one side of the center of the curve.

 The upper surface of the stepped structure of the above-mentioned curved section of the railing platform is horizontally connected for reliable connection with the above-mentioned slab track beam.

 The above-mentioned rail system of the passenger maglev traffic line further includes a vehicle-ground communication structure, and the vehicle-ground communication structure is disposed on both sides of the top surface of the support box beam widened for mounting the vehicle-ground communication equipment along the line and isolating noise.

 The vehicle-to-vehicle communication structure includes a side wall disposed on both side edges of the top surface of the support box beam and a plurality of layers of cable trays embedded in the side wall.

A metal casing cover box is disposed on the cable laid on the cable tray. The vehicle-to-vehicle communication structure further includes a communication post that is spaced apart along the track line, fixed to the side wall, and a communication antenna that is disposed at a top end of the communication column.

 The above-mentioned rail system of the passenger maglev traffic line further includes a safety escape structure disposed between the train movement limit and the building boundary; the above safety escape structure includes an escape passage, which is disposed between the cable tray and the above-mentioned rail platform Both sides of the box beam.

 The escape passage is provided with a non-slip concrete grinding surface, and a safety rail is arranged on the side of the train running; the boundary of the safety rail is not intruded into the building boundary.

 The above safety escape structure further comprises an escape staircase with handrails, the escape stairs being arranged at predetermined distances along the track line and communicating with the escape passage; the predetermined distance being between 800 and 1000 meters.

 The above-mentioned rail system of the passenger maglev traffic line further comprises a mounting platform for installing the trackside switch cabinet; the above-mentioned mounting platform is disposed at an appropriate position on the outer side of the support rail, and is formed by partially widening the top side of the support box beam.

 An implementation method of a rail system for a passenger maglev traffic line includes step I of on-site construction and step II of factory prefabrication; forming a support box girder, a track rail, and a rail beam by sequentially casting in the above-mentioned step I; Factory prefabricated structural components include adjustable supports, slab track beams, pi-shaped track beams and movable supports.

 The above steps of site construction I specifically include:

 Step 1-1 Set the lower ground foundation and the pier column;

 According to the design of the line, after the foundation part is completed on the ground, the site is cast to form a number of independent piers;

 Step 1-2 Set the support box beam;

 After the adjustable support is installed on the pier column, the support box girder bottom plate is respectively completed by the construction of the formwork and the inner mold, the on-site binding of the steel bar, the concrete pouring, the demoulding, the tamping maintenance, the pre-tensioning, the creep removal and the tensioning, respectively. And the pouring of the rest;

 Step 1-3 Set up the railing platform;

 Forming a bearing platform that is equal in length or shorter than the supporting box girder by casting; the position of the π-shaped rail beam and the beam end joint is reserved between the adjacent bearing rails shorter than the supporting box girder ; Step 1-4 Set the vehicle communication structure;

Casting a side wall that forms a vehicle-to-ground communication structure; several layers of cable trays are embedded by supporting the angle iron Embedded on the side wall, covering the metal casing cover box on the cable laid on the cable tray; Step 1-5 Set the track beam;

 On the railing platform, the slab-type track beam is spanned above the joint of the adjacent rail-bearing platform with the support box beam; the beam end is shorter than the joint of the adjacent rail-supporting platform of the supporting box beam, and is fixed by the movable support Setting a pi-shaped track beam;

 The installation of the track beam and the adjustment of the precise positioning are then carried out.

 The above-mentioned step 1-3 is integrally formed with the above-mentioned supporting box beam, and specifically comprises a linear section bearing rail which is internally hollowed out into an I-shape, and a lower stepped structure having a side of the corner of the curve, and A curved section of the track platform at the upper surface of the stepped structure.

 The above steps 1-4 further include fixing the iron at equal intervals along the track line, by pre-burying the side wall, or fixing the communication column by means of splicing or filling concrete after leaving the hole, and at the top Set the steps for the communication antenna.

 The implementation manner of the above-mentioned rail system of the passenger maglev traffic line further includes an escape passage provided with an anti-slip concrete surface on both sides of the support box beam between the rail beam and the cable tray, and a step of setting a safety rail; and an interval distance A step of setting up an escape stair with a handrail in communication with the escape passage.

 The implementation manner of the above-mentioned rail system of the passenger maglev traffic line further includes an appropriate position on the outer side of the railing platform, partially widening the top side of the support box beam to form a mounting platform and setting a trackside switch cabinet, and adjusting the vehicle ground accordingly The steps of the location of the communication structure.

 In the above step II, the factory prefabricated slab track beam and π-shaped track beam specifically include the stencil through the stencil, the positioning of the embedded part when the reinforced steel bar is tied, and the pouring of the concrete, and then enter the 砼 curing period, and finally pass the machining, test inspection, and finished product. The steps formed by the joint process of factory transportation.

 The rail system of the passenger maglev traffic line and the implementation manner thereof provided by the invention have advantages in comparison with the prior art:

 The present invention is provided by integrally forming a railing platform integrally formed with a supporting box girder, which is continuously disposed in a straight section and a curved section, and can function together with the supporting box girder to jointly carry the train.

 The invention is supported by prefabricated or on-site assembled and cast support box beams, and it is not necessary to establish a huge track beam manufacturing plant, and it can be manufactured only by using a small field along the line construction, thereby reducing the requirement of construction precision, thereby effectively reducing The engineering cost of the high-speed maglev system.

The invention combines the factory manufacturing technology of the track to produce a plate rail with relatively accurate dimensional tolerance The road beam and the π-shaped rail beam are connected to the joint of the adjacent rail-bearing table, and the uneven settlement of the joint box girder joint can be further adjusted to control the track installation deviation caused by the settlement during the safe operation of the train; The rail beam and the π-shaped rail beam are lighter in weight, which solves the problem of difficulty in transporting the existing heavy rail beam.

 The invention provides a side wall on both sides of the top surface of the supporting box girder, and serves as a mounting base for laying the cable tray of the cable along the line, thereby eliminating the existing cable ditch disposed on the ground, reducing the construction cost and providing maintenance and replacement of the cable along the line. Convenience conditions; at the same time, the channel-shaped structure of the side wall and cable tray is also used as a sound barrier to isolate the noise diffusion, thereby further improving the environmental impact conditions along the high-speed maglev transportation system.

 The present invention provides an anti-skid escape passage with handrails and an escape staircase as a passage for passenger evacuation and equipment maintenance due to the use of the limit reserved for train operation.

 The invention forms a mounting platform by widening the top side of the support box beam at an appropriate position, and provides a rail side switch cabinet, thereby removing the existing large switch station facilities disposed on the line ground, thereby reducing the floor space and reducing the floor space. The factory cost. BRIEF DESCRIPTION OF THE DRAWINGS

 1 is a schematic structural view of a conventional passenger magnetic maglev transportation system with a single track arrangement; FIG. 2 is a schematic structural view of a conventional passenger magnetic maglev transportation system with a single track improvement; FIG. 3 is a structural cross section of a conventional magnetic floating circuit Figure

 4 is a schematic structural view of a conventional dual-track magnetic floating line system;

 5 is a schematic view showing the overall structure of a rail system of a passenger maglev traffic line of the present invention; FIG. 6 is a schematic cross-sectional view of a rail system of a passenger maglev traffic line of the present invention in a straight section;

 7 is a schematic structural view of a rail system connecting rail joint of a passenger rail maglev traffic line of the present invention;

 Figure 8 is a schematic cross-sectional view of a rail system of a passenger maglev traffic line of the present invention in a curved section;

 9 is a schematic cross-sectional view of a rail of a passenger traveling maglev traffic line using a π-shaped rail beam in a straight section;

Figure 10 is a view showing the rail system of the passenger maglev traffic line of the present invention using a π-shaped rail beam to connect the joints Schematic;

 11 is a cross-sectional view of a rail of a rail transit switch cabinet in a curve section of a passenger rail transit line of the present invention;

 Figure 12 is a top plan view of a rail of a rail transit switch cabinet in a linear section of a passenger rail transit line of the present invention;

 Figure 13 is a schematic view showing the safety escape structure of the rail system of the passenger maglev traffic line of the present invention; Figure 14 is a schematic structural view of the escape route of the rail system of the passenger maglev traffic line of the present invention; Figure 15 is a track system of the passenger maglev traffic line of the present invention; FIG. 16 is a schematic view showing the installation of the communication column of the rail system of the passenger maglev traffic line of the present invention; FIG. 17 is another schematic diagram of the installation of the communication column of the rail system of the passenger maglev traffic line of the present invention;

 Figure 18 is a flow chart showing an embodiment of a rail system for a passenger maglev traffic line of the present invention. The best way to implement the invention

 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings, in which the rail system of a passenger maglev traffic line for two-way operation of a train is illustrated.

 Referring to FIG. 5, the rail system of the passenger maglev traffic line according to the present invention comprises a main structure of the rail beam, a safety escape structure 60, and a vehicle-to-ground communication structure 50.

 The main structure of the track beam as a basic structural component of the maglev train 70 includes a plurality of piers 40 disposed on the ground, a support box girder 10 fixed to the pier 40 by the adjustable support 11, and a support box beam 10 disposed on the support box girder 10 The railing table 20 and the rail beam 30 disposed on the railing table 20.

 A plurality of piers 40 are used as the main load-bearing components and are disposed on the ground foundation portion along the normally guided maglev passenger line. The support box beam 10 is a prefabricated or on-site assembled steel beam structure or a cast-in-place reinforced concrete structure. The support box beam 10 is an inverted trapezoid with an upper width and a lower width. The adjustable support 11 provided at the bottom is fixedly disposed on the pier 40, and the height of the adjustable support 11 is adjusted to control the installation deviation caused by ground subsidence and the like. .

Please refer to FIG. 6, FIG. 8, FIG. 9, and FIG. 11, along the running direction of the maglev train 70, one or two sets of orbital platforms 20 are arranged on the support box girder 10, respectively, for the single or double line operation of the maglev train 70 When used. The bearing platform 20 and the lower supporting box beam 10 are integrally and jointly carried. According to the structure of the supporting box beam 10, the supporting platform 20 adopts a supporting box beam 10 with a reinforced concrete structure. The method of pouring is either reliably connected by welding with the support box girder 10 of the steel beam structure. Along the line, the railing table 20 is set as a linear section of the railing table 21 (Fig. 6, Fig. 9) and the corner section of the railing table 22 (Fig. 8, Fig. 11), and the inner section of the straight section of the railing station 21 Empty, make the section "work" shape to strengthen the rigidity; the curve section of the track platform 22 is set to be lower than the one side of the center of the curve; the upper surface level of the step structure of the curve section of the track 20 is used for The slab track beam 31 is reliably connected.

 Please refer to FIG. 6, FIG. 7, FIG. 9, FIG. 10, the rail beam 30 disposed above the rail-bearing table 20, as the bearing structure of the maglev train 70, and the guiding structure of the floating train 70, which have relatively accurate Tolerance size. In order to solve the problem that the existing rail beam 30 is too heavy and inconvenient to transport, as shown in FIG. 6 and FIG. 7, the light rail slab beam is generally disposed on the joint of the rail table 20 and the adjacent rail table 20. 31 to support the train 70, at this time the length of the rail table 20 and the support box beam 10 are equal; as shown in Fig. 9, Fig. 10, when the rail table 20 is slightly shorter than the support box beam 10 below it, A lighter π-shaped rail beam 30 is disposed between the adjacent rail-bearing tables 20 to connect the joints, and the π-shaped rail beam 32 is reliably connected to the support box girder 10 through the movable support 321 provided at the bottom, and is highly moved by the movable support 321 The adjustment makes the pi-shaped track beam 32 at the same horizontal position as the top surface of the slab track beam 31 on both sides, and also facilitates adjustment of the track installation deviation of the safe operation of the train 70 caused by the uneven settlement of the joint.

 The vehicle-to-ground communication structure 50 and the safety escape structure 60 are disposed on both sides of the top surface of the support box beam 10 by utilizing the wide and narrow structural features of the support box beam 10. Referring to FIG. 5, FIG. 6, FIG. 8, and FIG. 15, the vehicle-to-ground communication structure 50 includes side walls 51 fixed on both sides of the top surface of the support box beam 10 by field casting in the direction of the track line. A plurality of layers of cable trays 52 are embedded in the side walls 51 by means of pre-embedded angle irons, and feeder cables, network fiber optic cables and signal cables are laid along the cable trays 52. The vehicle-to-vehicle communication structure 50 also includes a metal housing cover box 522 overlying the upper portion of the cable 521 for protecting the cable 521. The side of the cable tray 52 adjacent to the rail beam 30 is disposed outside of the building boundary 82 that must be reserved for the train 70 to operate.

 The vehicle-to-ground communication structure 50 further includes a communication post 53 disposed along the track line, fixed to the side wall 51, and a communication antenna 531 (FIG. 16, FIG. 17) disposed at the top end of the communication post 53 so as to achieve no communication within the range. Area coverage. The communication column 53 is reliably connected by fixing the iron 511 (Fig. 16) on the side wall 51, or by leaving the base hole by welding or filling concrete (Fig. 17).

The vehicle-to-ground communication structure 50 serves as the basis for installing the vehicle-to-ground communication equipment, and provides appropriate vehicle-to-ground communication conditions for the safe operation of the train 70, thereby reducing the line footprint and reducing the construction cost, and is also along the line. The replacement and maintenance of the cable 521 provides convenience. At the same time, the vehicle-to-ground communication structure 50 also serves as a sound barrier facility for isolating noise. The channel-shaped orbital space formed by several layers of cable trays 52 can control the noise diffusion during the operation of the train 70, thereby further improving the environmental impact along the high-speed maglev transportation system. condition.

 Referring to FIG. 5, FIG. 13, and FIG. 14, the safety escape structure 60 includes an escape passage 61 disposed along the track line, which uses the train 70 to operate the space between the reserved vehicle motion limit 81 and the building boundary 82. Both sides of the support box beam 10 are between the track beam 30 and the cable tray 52 of the vehicle-to-ground communication structure 50. The escape channel 61 is provided with a non-slip concrete surface, the width of which should meet the relevant technical standards of 750~1200mm. The escape barrier 61 is also placed on the running side of the train 70 as a barrier to safe escape. Since the above-described vehicle motion limit 81 is the limit contour of the train running, the building boundary 82 is a limit cross-sectional profile perpendicular to the track centerline, and no obstacles are allowed in the height and width of the space. Therefore, the boundary setting of the above-mentioned safety handrail 611 must not intrude into the limit of the train 70.

 The safe escape structure 60 also includes an escape stair 62 with a handrail 621 that communicates with the escape passage 61 at an agreed distance of 800 to 1000 meters. When the train 70 stops in a failure that cannot be eliminated in time, the passenger passes through the short ladder on the train 70 to the escape passage 61, and then evacuates to the ground using the escape stairs 62. The escape route 61 and the escape stair 62 of the safe escape structure 60 effectively utilize the reserved train 70 limit as a means of quickly evacuating passengers and also facilitate the maintenance of the track.

Referring to FIG. 5 and FIG. 12, according to the design of the running line of the train 70, the top surface of the support box beam 10 is partially widened at an appropriate position on the outer side of the straight section or the track section 22 of the curve section. The side forms a mounting platform for setting a smaller trackside switchgear 90 such that the boundary setting of the trackside switchgear 90 does not intrude into the building boundary 82 of the train 70, nor does it affect the space of the escape passage 61. Therefore, it is also necessary to adjust the position of the vehicle-to-ground communication structure 50 at the installation platform, and the cable tray 52 and the side wall 51 are disposed outside the track-side switch cabinet 90. The installation platform and the arrangement of the trackside switchgear 90 removes the bulk of the existing switchyard installations on the ground floor, thereby reducing floor space and reducing plant costs. The concrete implementation flow of the rail system of the passenger maglev traffic line according to the present invention will be described below with reference to FIG. 18 , taking the reinforced concrete structure supporting box girder 10 provided with the two-way two sets of rail-bearing platforms 20 as an example. Process, including step I of on-site construction and step II of factory prefabrication.

 The structural components prefabricated by the step II factory include an adjustable support 11, a slab track beam 31, a π-shaped track beam 32 and a movable support 321 . For the structure of the slab track beam 31 and the π-shaped track beam 32, the first is the support template. When the steel bars are tied, the embedded parts must be positioned, and then the concrete is poured into the tamping period. It is possible that this maintenance period will be more For a long time, it is necessary to leave a large yard space in the factory. Finally, there are three joint processes of machining, test inspection, and finished product delivery. Although these three processes are used for a short period of time, the critical geometry and precision control determine the slab track beam 31 and the π-shaped track beam 32. Quality, as well as the safety of vehicle operation, must be strictly controlled.

 And ^ in the on-site construction steps I specific process is as follows - in step 1-1 to complete the construction of the lower ground foundation and pier 40;

 According to the design of the normally-oriented maglev passenger line, after the foundation part is completed on the ground, the steel bars are tied at the site, and a number of independent piers 40 are cast by pouring concrete.

 The setting of the support box girder 10 on the post 40 is completed in steps 1-2.

 After the adjustable support 11 is fixed on the pier 40, the floor form and the inner mold of the prestressed support box girder 10 are set up by the simple strip foundation and scaffolding on the construction site, and the steel bars are placed on the site and then poured through the concrete. After pre-tensioning, creeping, tensioning, demoulding, tamping and other processes, the bottom plate of the support box beam 10 is formed; then the side mold and the inner mold supporting the box beam 10 are erected, and the steel bars are tied and rolled to complete the support in the same process. Casting of the box girder 10. The manufacture of the support box girder 10 can be realized only by using a small site along the line construction, without having to build a huge rail beam 30 manufacturing plant; in addition, such a support box girder 10 does not require high construction precision requirements, a simple municipality Road construction technology can be used, which reduces the engineering cost of high-speed maglev systems.

 The setting of the railing table 20 on the support box beam 10 is completed in steps 1-3.

After the support of the support box girder 10 is completed, the steel bars on the upper surface are turned out, and the template of the support rail 20 is supported according to the position of the center line of the line, the straight line section or the track center line of the curve section, and the field reinforcement is tied and rolled. After positioning the pre-embedded connector, the linear section railing table 21 or the curve section railing table 22, which is cast integrally with the supporting box girder 10, is made of cast concrete. Both the straight section bearing platform 21 and the corner section bearing platform 22 satisfy the geometrical requirements of the vehicle limit and the vehicle motion limit 81, so that the inside of the straight section railing table 21 is hollowed out into a "work"shape; The stage 22 has a lower step structure on one side of the center of the curve and is horizontal on the upper surface of the step structure. The above-mentioned railing table 20 can be combined with a support box The beams 10 are of equal length, or slightly shorter than the position of the support box girder 10 and the π-shaped rail beam 32 and the beam end seam are reserved between adjacent rail tables 20.

 The setting of the vehicle-to-vehicle communication structure 50 is completed in steps 1-4.

 After the pouring support beam 10 and the bearing platform 20 are successively subjected to the curing period, the creeping period, and the post tension prestressing tensioning period, the side of the vehicle communication structure 50 is formed by the supporting formwork, the tied steel bar, and the pouring. Wall 51. A plurality of layers of the cable tray 52 are embedded in the side wall 51 by means of a pre-embedded supporting angle iron, and a cable 521 is laid on the cable tray 52, and the metal casing cover box 522 of the protection cable 521 is covered.

 The communication post 539 is fixedly disposed on the side wall 51 at equal intervals along the track line, or the communication post 539 is fixedly disposed by welding or filling the concrete after the base hole is left, and the communication antenna 531 is disposed at the top end.

 The setting of the track beam 30 on the track table 20 is completed in steps 1-5.

 The slab track beam 31 is spanned over the joint of the adjacent linear section railing table 21 or the curved section railing table 22 of the straight section of the railing table 21, which is equal in length to the supporting box beam 10; The π-shaped rail beam 32 is fixedly disposed on the joint of the adjacent straight section of the box girder 10 by the movable support 321 .

 The installation of the track beam 30 and the precise positioning adjustment are then carried out, and the vehicle can be released after the line track meets the installation tolerance requirements for the safe operation of the train 70.

 Others include an escape passage 61 provided with an anti-slip concrete surface on both sides of the support box girder 10 between the rail beam 30 and the cable tray 52, and a step of setting the safety rail 611; and an arrangement distance setting of 800 to 1000 meters apart The step of the escape stair 62 with the handrail 621 connected to the escape passage 61 is also at an appropriate position on the outer side of the straight section railing table 21 or the curve section railing table 22, and the top side of the supporting box beam 10 is partially widened. The steps of forming the mounting platform and setting the trackside switchgear 90 and adjusting the position of the vehicle communication structure 50 accordingly.

 In addition, other similar processes are possible to accomplish the specific technical construction of the present invention, and other means and processes not described in the present invention are also included as part of the claims.

 Although the present invention has been described in detail by the preferred embodiments thereof, it should be understood that the foregoing description should not be construed as limiting. Various modifications and alterations of the present invention will be apparent to those skilled in the art. Therefore, the scope of the invention should be limited by the appended claims.

Claims

Rights request 1. A track system for a passenger magnetic floating traffic line, comprising a main structure of a track beam, specifically provided with a support box beam (10) _;  a track platform (20) placed on the support box beam (10);  a track beam (30) disposed on the railing table (20) for supporting and guiding the maglev train (70);  The utility model is characterized in that the rail receiving platform (20) is integrally formed with the supporting box beam (10) for supporting the basic track structure of the maglev train (70);  The rail beam (30) includes a slab track beam (31) disposed on the railing table (20) and a π-shaped rail beam (32) disposed between the adjacent railing stations (20) above the pillar (40) ). 2. The rail system for a passenger maglev traffic line according to claim 1, wherein the support box beam (10) is reliably connected to the ground pillar by an adjustable support (11) provided at the bottom. (40) upper; controlling the mounting deviation of the support box beam (10) by the adjusting device of the adjustable support (11). 3. The rail system for a passenger maglev traffic line according to claim 1, wherein the support box beam (10) is a steel beam structure formed by splicing; the rail table (20) is rigid by welding or the like. The connection is integrated with the support box beam (10). 4. The rail system for a passenger maglev traffic line according to claim 1, wherein the rail bearing platform (20) and the supporting box beam (10) are of equal length, adjacent to the railing station (20) The slab track beam (31) is placed on the seam to securely connect. 5. The rail system for a passenger maglev traffic line according to claim 1, wherein the rail bearing platform (20) has a shorter length than the supporting box beam (10) and is adjacent to the railing station (20). The π-shaped rail beam (32) is disposed to transition the adjacent end seams of the support box beam (10). 6. The rail system for a passenger maglev traffic line according to claim 5, wherein: said π-shaped rail disposed between adjacent rail-bearing platforms (20) passes through a movable support provided at the bottom (321) is reliably connected to the support box beam (10); the mounting deviation of the support box beam (10) is controlled by height adjustment of the movable support (321). 7. The rail system for a passenger maglev traffic line according to claim 1, wherein a set of two or more sets of orbiting platforms (20) are disposed on a top surface of the supporting box beam (10), respectively For maglev trains (70) single, double or multi-line operation. 8. The rail system for a passenger magnetic levitation traffic line according to claim 1, wherein the rail receiving platform (20) comprises a linear section bearing platform (21) and a curved section bearing platform (22); The linear section bearing platform (21) or the curved section bearing platform (22) is continuously arranged along the track line. 9. The rail system of a passenger maglev traffic line according to claim 8, wherein the linear section railing station (21) is an I-shaped structure that is internally hollowed out. The rail system for a passenger magnetic levitation traffic line according to claim 8, wherein the curve section railing table (22) is set to have a lower step structure on one side of the center of the curve. The rail system for a passenger maglev traffic line according to claim 10, wherein an upper surface of the stepped structure of the curved section bearing platform (20) is horizontally used for the slab track beam (31) Reliable connection. The rail system for a passenger maglev traffic line according to claim 1, further comprising a vehicle-to-ground communication structure (50), wherein said vehicle-ground communication structure (50) is disposed on said support box beam (10) Both sides of the widened top surface are used to install vehicle-to-ground communication equipment along the line and isolate noise. 13. The rail system for a passenger maglev traffic line according to claim 12, wherein said vehicle-to-vehicle communication structure (50) comprises a side edge disposed on a top surface of said support box beam (10) A side wall (51) and a plurality of layers of cable trays (52) embedded in the side walls (51). A rail system for a passenger magnetic levitation traffic line according to claim 13, wherein the cable (521) laid on the cable tray (52) is provided with a metal casing cover box (522). A rail system for a passenger maglev traffic line according to claim 13, wherein said vehicle-to-vehicle communication structure (50) further comprises a communication column spaced along the track line and fixed to said side wall (51) ( 53) and a communication antenna (531) disposed at a top end of the communication column (53). A rail system for a passenger maglev traffic line according to claim 13 further comprising a safe escape structure (60) disposed between the train (70) motion limit (81) and the building boundary (82); The safety escape structure (60) includes an escape passage (61) disposed on either side of the support box beam (10) between the cable tray (52) and the rail-bearing table (20). A track system for a passenger maglev traffic line according to claim 16, wherein said escape passage (61) is provided with a non-slip concrete grinding surface, and a safety rail is provided on the side of the train (70). The boundary of the safety rail (611) does not intrude into the building boundary (82). A rail system for a passenger maglev traffic line according to claim 16, wherein said safety escape structure (60) further comprises an escape stair (62) with a handrail (621), said escape stair (62) It is disposed along the track line at a predetermined distance and is in communication with the escape passage (61); the predetermined distance is between 800 meters and 1000 meters. A track system for a passenger maglev traffic line according to claim 1, further comprising a mounting platform for mounting a trackside switch cabinet (90); said mounting platform being disposed on the track platform The outer proper position of (20) is formed by partially widening the top side of the support box beam (10).