- ISSN 0258-2724
- CN 51-1277/U
- EI Compendex
- Scopus
- Indexed by Core Journals of China, Chinese S&T Journal Citation Reports
- Chinese S&T Journal Citation Reports
- Chinese Science Citation Database
| Citation: | QIN Shiqiang, HUANG Chunlei, GONG Junhu, MAO Ling, WANG Qiuping. Experimental Study on Steel-Concrete Joint of Integrated Track Beam for Medium and Low Speed Maglev[J]. Journal of Southwest Jiaotong University, 2024, 59(4): 867-876. doi: 10.3969/j.issn.0258-2724.20230241
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To solve problems such as the large construction height of separated track beams for medium and low speed maglev and the inability to consider the stiffness contribution of F rail, an integrated track beam structure with a perforated steel plate was proposed. In addition, a full-scale model test and finite element simulation calculation were carried out to investigate the static performance of the steel-concrete joint. Firstly, the engineering background of the integrated track beam and the structural characteristics of the steel-concrete joint were introduced. Secondly, the static load model test of the steel-concrete joint was designed to test the stress and displacement of F rail, steel connector, and concrete components under various load scenarios. Finally, a solid finite element model of the steel-concrete joint was established, and the mechanical properties, force transmission mechanism, and design parameters of the steel-concrete joint were analyzed based on the test data. The results show that: 1) within 1.50 times the design load, the steel-concrete joint is basically in an elastic state, and the bearing capacity of the connector meets the design requirements. With the increase in load, the load–stress curve of F rail shows certain nonlinearity. Under 5.47 times the design load, the concrete beam cracks. 2) The displacements of the internal and external magnetic poles of F rail are small, and the stiffness of the steel-concrete joint is large. The displacement difference of the internal and external magnetic poles of F rail meets the design limit under the design load. Under 1.58 times the design load, the displacement difference reaches 0.54 mm, which begins to exceed the limit value. It shows that the stiffness abundance of the steel-concrete joint is less than the strength abundance, indicating that the design of the steel connector should be controlled by stiffness. 3) Under normal operational conditions, the maglev train load is mainly transmitted by the steel bearing plate of the steel connector, and the force transmission ratio between the welding nail and the perforated steel plate is small. The diameter of the hole and the diameter of the steel bar in the steel connector have little influence on the force transmission, and the increase in the thickness of the web of the steel connector makes the force transmission at the steel-concrete joint smooth.
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