CN110593027A - Straddle type single rail and rail beam thereof - Google Patents
Straddle type single rail and rail beam thereof Download PDFInfo
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- CN110593027A CN110593027A CN201910472438.2A CN201910472438A CN110593027A CN 110593027 A CN110593027 A CN 110593027A CN 201910472438 A CN201910472438 A CN 201910472438A CN 110593027 A CN110593027 A CN 110593027A
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- asphalt concrete
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/08—Tracks for mono-rails with centre of gravity of vehicle above the load-bearing rail
- E01B25/10—Mono-rails; Auxiliary balancing rails; Supports or connections for rails
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Abstract
The invention discloses a straddle type monorail and a track beam thereof, wherein the track beam of the straddle type monorail comprises: the beam comprises a beam body, a baffle and a protective layer, wherein the beam body is a metal piece; the baffle plates are arranged on two sides of the beam body, and the inner walls of the baffle plates and the upper surface of the beam body jointly define accommodating grooves; the protective layer is filled in the accommodating groove. The invention also discloses a track beam of the straddle type monorail, which comprises: the beam comprises a beam body and a protective layer, wherein the beam body comprises a vertical plate and a horizontal plate connected to the upper end of the vertical plate, and the surface of one side, opposite to the vertical plate, of the horizontal plate is a laying surface; the protective layer covers on the surface of laying, the protective layer is multilayer structure, the protective layer includes multilayer asphalt concrete layer. The track beam provided by the embodiment of the invention has the advantages of good wheel friction resistance, corrosion resistance, ageing resistance and skid resistance.
Description
Cross Reference to Related Applications
The present application claims priority from chinese patent application No. 201810606791.0 entitled "straddle monorail and its rail beam" filed on 2018, 6 and 13 of biddy gmbh, the entire contents of which are incorporated herein by reference.
Technical Field
The invention relates to the technical field of light rails, in particular to a straddle type monorail and a track beam thereof.
Background
In the related art, a patent named as a wear-resistant and corrosion-resistant composite structure straddle type monorail track beam in the application number of 201711053550.X in the patent application publication specification of Chinese invention discloses a wear-resistant and corrosion-resistant composite structure straddle type monorail track beam. The wear-resistant corrosion-resistant composite structure straddle type monorail track beam comprises a beam body, wherein the beam body is of an I-shaped hollow structure; the wear-resistant corrosion-resistant composite structure straddle type monorail track beam further comprises a bottom coating and a protective layer which are connected; the base coat is arranged on the outer surface of the beam body, and the base coat covers the outer surface of the beam body; the protective layer is arranged on the surface of the bottom coating, which is far away from the beam body, and covers the bottom coating; the material adopted by the bottom coating and the material adopted by the protective layer have compatibility.
The protective layer of the steel beam structure is mainly made of polymer paint, including polyurethane and epoxy resin materials, and the materials are directly used to solve the problems of friction resistance, easy scratching, easy aging, brittleness and the like, and the aging failure of the materials is very serious under the severe sun and rain conditions of the steel beam.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides the track beam of the straddle type monorail, which has excellent wheel friction resistance, corrosion resistance, ageing resistance and skid resistance.
The track beam of the straddle-type monorail according to the first aspect of the invention comprises: the beam comprises a beam body, a baffle and a protective layer, wherein the beam body is a metal piece; the baffle plates are arranged on two sides of the beam body, and the inner walls of the baffle plates and the upper surface of the beam body jointly define accommodating grooves; the protective layer is filled in the accommodating groove.
In some embodiments, the protective layer comprises an asphalt concrete layer.
In some embodiments, the protective layer is a multilayer structure.
In some embodiments, the protective layer comprises multiple layers of asphalt concrete.
According to the track beam of the straddle type monorail provided by the embodiment of the invention, the baffle can limit the position of the protective layer, the protective layer of a plurality of asphalt concrete layers is arranged in the accommodating groove defined by the baffle and the beam body together to protect the upper surface of the beam body, so that the asphalt concrete serves as a running surface contacted with wheels of a track car, the abrasion to the beam body is reduced, and the anti-skid function of increasing the friction force between the wheels and the road surface is realized. Meanwhile, the noise can be effectively reduced.
In some embodiments, the beam body has a first stop portion configured to: the upper surface of the beam body is locally convex to form a plurality of bulges or is locally concave to form a plurality of grooves.
In some embodiments, when the upper surface of the beam body partially protrudes outward to form a plurality of protrusions, the first limiting portion extends into and does not penetrate through the lowest asphalt concrete layer.
In some embodiments, the first position-limiting part is any one of a column shape, a rib shape, a grid shape, a cone shape, or a combination thereof.
In some embodiments, of any two adjacent asphalt concrete layers, the asphalt concrete layer located above is graded coarser than the asphalt concrete layer located below.
In some embodiments, the protective layer at least comprises an anticorrosive layer, a first waterproof bonding layer, a first asphalt concrete layer, a second waterproof bonding layer and a second asphalt concrete layer which are sequentially stacked from bottom to top, and the first asphalt concrete layer and the second asphalt concrete layer are epoxy asphalt concrete.
In some embodiments, the thickness of the first asphalt concrete layer is equal to that of the second asphalt concrete layer, the thickness of the first waterproof bonding layer is equal to that of the second waterproof bonding layer, and the thickness of the first asphalt concrete layer > the height of the first limiting portion > the thickness of the first waterproof bonding layer > the thickness of the anticorrosive layer.
In some embodiments, the thickness of the corrosion prevention layer is 50 μm to 150 μm, the thickness of the first asphalt concrete layer and the thickness of the second asphalt concrete layer are 3cm to 5cm, the thickness of the first waterproof bonding layer is 0.3mm to 0.8mm, and the height of the first stopper portion is 1cm to 2 cm.
The first asphalt concrete layer and the second asphalt concrete layer are formed by mixing first aggregates to sixth aggregates, the particle sizes of the first aggregates to the sixth aggregates are gradually reduced, the proportion of the first aggregates, the second aggregates, the third aggregates and the sixth aggregates of the first asphalt concrete layer is smaller than that of the first aggregates, the second aggregates, the third aggregates and the sixth aggregates of the second asphalt concrete layer, and the proportion of the fourth aggregates and the fifth aggregates of the first asphalt concrete layer is larger than that of the fourth aggregates and the fifth aggregates of the second asphalt concrete layer.
The grain size of the first aggregate is not less than 9.5mm and not more than 13.2mm, the grain size of the second aggregate is not less than 4.75mm and not more than 9.5mm, the grain size of the third aggregate is not less than 2.36mm and not more than 0.6mm and not more than 2.36mm, the grain size of the fifth aggregate is not less than 0.6mm and not more than 0.075 mm.
The first to sixth aggregate of the first asphalt concrete layer are in turn: 2% -5%, 18% -25%, 18% -23%, 18% -25%, 20% -25% and 8% -10%; the first to sixth aggregate of the second asphalt concrete layer are in turn: 8-12%, 28-35%, 8-12%, 9-12% and 10-15%.
In some embodiments, a side of the baffle facing the protective layer has a second stopper portion configured to: the baffle towards one side of protective layer towards a plurality of archs that the protective layer protrusion formed or the baffle towards one side of protective layer is towards keeping away from a plurality of recesses that the protective layer direction is sunken to form, spacing portion of second is any kind or its combination in cylindricality, muscle bar, grid shape, the toper.
In some embodiments, the baffle is welded to or integrally formed with the beam, and the upper end of the baffle is lower than or flush with the upper surface of the protective layer.
The track beam of the straddle-type monorail according to the second aspect of the invention comprises: the beam comprises a beam body and a protective layer, wherein the beam body comprises a vertical plate and a horizontal plate connected to the upper end of the vertical plate, and the surface of one side, opposite to the vertical plate, of the horizontal plate is a laying surface; the protective layer covers on the surface of laying, the protective layer is multilayer structure, the protective layer includes multilayer asphalt concrete layer.
In some embodiments, the beam body has a first stop portion configured to: the upper surface of the beam body is locally convex to form a plurality of bulges or is locally concave to form a plurality of grooves.
In some embodiments, when the upper surface of the beam body partially protrudes outward to form a plurality of protrusions, the first limiting portion extends into and does not penetrate through the lowest asphalt concrete layer.
In some embodiments, the first position-limiting part is any one of a column shape, a rib shape, a grid shape, a cone shape, or a combination thereof.
In some embodiments, of any two adjacent asphalt concrete layers, the asphalt concrete layer located above is graded coarser than the asphalt concrete layer located below.
In some embodiments, the protective layer comprises at least: from bottom to top range upon range of the anticorrosive coating, first waterproof bonding coat, first asphalt concrete layer, the waterproof bonding coat of second, the asphalt concrete layer of second that distributes in proper order, first asphalt concrete layer with the asphalt concrete layer of second is epoxy asphalt concrete.
In some embodiments, the thickness of the first asphalt concrete layer is equal to that of the second asphalt concrete layer, the thickness of the first waterproof bonding layer is equal to that of the second waterproof bonding layer, and the thickness of the first asphalt concrete layer > the height of the first limiting portion > the thickness of the first waterproof bonding layer > the thickness of the anticorrosive layer.
In some embodiments, the thickness of the corrosion prevention layer is 50 μm to 150 μm, the thickness of the first asphalt concrete layer and the thickness of the second asphalt concrete layer are 3cm to 5cm, the thickness of the first waterproof bonding layer is 0.3mm to 0.8mm, and the height of the first stopper portion is 1cm to 2 cm.
In some embodiments, the first asphalt concrete layer and the second asphalt concrete layer are formed by mixing first aggregates to sixth aggregates, the grain sizes of the first aggregates to the sixth aggregates are gradually reduced, the proportion of the first aggregates, the second aggregates, the third aggregates and the sixth aggregates of the first asphalt concrete layer is smaller than that of the corresponding first aggregates, the second aggregates, the third aggregates and the sixth aggregates of the second asphalt concrete layer, and the proportion of the fourth aggregates and the fifth aggregates of the first asphalt concrete layer is larger than that of the corresponding fourth aggregates and the fifth aggregates of the second asphalt concrete layer.
In some embodiments, 9.5mm ≦ 13.2mm for the first aggregate, 4.75mm ≦ 9.5mm for the second aggregate, 2.36mm ≦ 4.75mm for the third aggregate, 0.6mm ≦ 2.36mm for the fourth aggregate, 0.075mm ≦ 0.6mm for the fifth aggregate, and 0.075mm ≦ 0.075mm for the sixth aggregate.
In some embodiments, the first to sixth aggregate proportions of the first asphalt concrete layer are, in order: 2% -5%, 18% -25%, 18% -23%, 18% -25%, 20% -25% and 8% -10%; the first to sixth aggregate of the second asphalt concrete layer are in turn: 8-12%, 28-35%, 8-12%, 9-12% and 10-15%.
The straddle type track according to the third aspect of the invention comprises the track beam.
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
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
figure 1 is a schematic view of a track beam according to a first embodiment of the invention;
fig. 2 is a schematic top view of a beam body of a track beam according to a first embodiment of the invention;
FIG. 3 is a schematic view of a track beam according to a second embodiment of the present invention;
fig. 4 is a schematic top view of a beam body of a track beam according to a second embodiment of the invention;
FIG. 5 is a schematic view of a track beam according to a third embodiment of the present invention;
fig. 6 is a schematic top view of a beam body of a track beam according to a third embodiment of the invention;
FIG. 7 is a schematic view of a track beam according to a fourth embodiment of the present invention;
fig. 8 is a schematic top view of a beam body of a track beam according to a fourth embodiment of the invention;
FIG. 9 is a schematic view of a track beam according to a fifth embodiment of the present invention;
fig. 10 is a schematic top view of a beam body of a track beam according to a fifth embodiment of the invention;
FIG. 11 is a schematic view of a track beam according to a sixth embodiment of the present invention;
fig. 12 is a schematic top view of a beam body of a track beam according to a sixth embodiment of the invention;
FIG. 13 is a schematic cross-sectional view of a protective layer of a track beam according to an embodiment of the invention;
fig. 14 is a schematic view of a track beam according to a seventh embodiment of the invention;
fig. 15 is a schematic top view of a beam body of a track beam according to a seventh embodiment of the invention.
Reference numerals:
the track beam 100 is provided with a rail,
a beam body 10, a vertical plate 11, a horizontal plate 12, an upper surface 13, a first limit part 14,
a protective layer 20, an anticorrosive layer 21, a first waterproof bonding layer 22, a first asphalt concrete layer 23, a second waterproof bonding layer 24, a second asphalt concrete layer 25,
a baffle 30.
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 reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A track beam 100 of a straddle-type monorail according to an embodiment of the present invention is described below with reference to fig. 1 to 15.
As shown in fig. 1 and 2, a track beam 100 of a straddle-type monorail according to an embodiment of the first aspect of the present invention includes: beam 10, baffle 30, protective layer 20.
The beam body 10 is a metal member, specifically, the beam body 10 may be a steel beam, the beam body 10 includes two vertical plates 11 and a horizontal plate 12 connected to upper ends of the two vertical plates 11, and an upper surface 13 of the horizontal plate 12 is formed as an upper surface 13 of the beam body 10.
The baffle 30 is disposed at both sides of the girder 10, and the inner walls of the baffle 30 define a receiving groove together with the upper surface 13 of the girder 10, and the protective layer 20 is filled in the receiving groove. Specifically, the number of the baffles 30 may be two, and the height of the baffles 30 may be the same as the thickness of the protective layer 20. The two blocking plates 30 are oppositely arranged in the width direction of the girder 10, and the rail car rides on the rail girder 100 and moves in the length direction of the girder 10 when working. The upper surface 13 of the beam 10 is the surface of the beam 10 facing the rail car.
According to the track beam 100 of the straddle-type monorail provided by the embodiment of the invention, the baffle 30 can limit the position of the protective layer 20 and simultaneously enhance the strength and rigidity of the track beam 100, the protective layer 20 is arranged in the accommodating groove defined by the baffle 30 and the beam body 10 together to protect the upper surface 13 of the beam body 10, so that the protective layer 20 is used as a running surface in contact with wheels of a railway vehicle, the abrasion to the beam body 10 is reduced, and the function of increasing the friction force between the wheels and the road surface to realize skid resistance is also achieved.
In some embodiments, protective layer 20 comprises an asphalt concrete layer. As a result, the protective layer 20 has better wear resistance and slip resistance.
In some embodiments, the protective layer 20 is a multilayer structure. In other words, the protective layer 20 has a multilayer structure stacked in the height direction of the beam 10, and the stacking direction of the protective layer 20 coincides with the height direction of the beam 10. From this, the protective layer adopts multilayer structure, not only can be as required to the material selection rational design of each layer, multilayer structure has better supporting role and protective effect moreover.
The protective layer 20 comprises multiple layers of asphalt concrete. In other words, the protective layer 20 may include a plurality of asphalt concrete layers sequentially arranged from top to bottom.
According to the track beam 100 of the straddle-type monorail provided by the embodiment of the invention, the baffle 30 can limit the position of the protective layer 20, the protective layer 20 with a plurality of asphalt concrete layers is arranged in the accommodating groove defined by the baffle 30 and the beam body 10 together to protect the upper surface 13 of the beam body 10, so that the asphalt concrete serves as a running surface in contact with wheels of a track car, the abrasion to the beam body 10 is reduced, the friction force between the wheels and the road surface can be increased to realize the anti-skidding effect, and meanwhile, the noise can be effectively reduced. In conclusion, the track beam 100 has good ageing resistance and skid resistance.
The applicant has found that when designing the protective layer 20, attention is particularly required to ensure good adhesion and service life of the protective layer 20, and based on this, the applicant further proposed an improved scheme capable of increasing the adhesion between asphalt and steel plates and improving the resistance of asphalt to severe service conditions. As shown in fig. 3 to 12, the beam body 10 has a first stopper portion 14, and the first stopper portion 14 is configured to: a plurality of protrusions formed by partially protruding the upper surface 13 of the beam body 10 or a plurality of grooves formed by partially recessing the upper surface 13 of the beam body 10. Therefore, the arrangement of the first limiting part 14 increases the combining capacity with the beam body 10, and the protection performance and the service life of the asphalt concrete layer on the steel track are improved.
Further, the first stopper portion 14 may be any one of a cylindrical shape, a rib shape, a lattice shape, a tapered shape, or a combination thereof.
As shown in fig. 3 and 4, the first position-limiting portion 14 is a plurality of cylindrical bosses, and the size of the bosses may be 2cm in diameter and 2cm in height. The added structure can effectively improve the interlayer slippage resistance of the asphalt concrete layer and the lower beam body 10.
As shown in fig. 5 and 6, the first stopper portion 14 is a circular groove. The groove may be 2cm in diameter and 2cm in height. Because the asphalt is partially embedded into the groove, the binding force with the steel plate is obviously increased, and when the first limiting part 14 is of a groove structure, the thickness of the first asphalt laying layer is not limited.
As shown in fig. 7 and 8, the first position limiting portion 14 has a strip structure. The ribs may be disposed parallel to the baffle 30 or perpendicular to the baffle 30 (as shown in fig. 11 and 12).
As shown in fig. 9 and 10, the first position-limiting portion 14 may also be a grid structure formed by intersecting a plurality of bar-shaped ribs parallel to the baffle 30 and a plurality of bar-shaped ribs perpendicular to the baffle 30.
Of course, the invention is not limited thereto, and the first position-limiting portion 14 may also be other structures capable of enhancing the position-limiting of the protective layer 20 and preventing the protective layer 20 from slipping, such as a diagonal stripe structure or an irregular stripe structure.
Further, the first position-limiting portion 14 may extend into and not penetrate through the lowest asphalt concrete layer. This prevents slippage of the protective layer 20 and simultaneously achieves the load bearing performance of the protective layer 20.
In some embodiments, of any two adjacent asphalt concrete layers, the asphalt concrete layer located above is graded coarser than the asphalt concrete layer located below. Specifically, each asphalt concrete layer is prepared by adopting a plurality of materials with different grain diameters, and the proportion of aggregate with the coarse grain diameter in the asphalt concrete layer positioned above is higher than that of aggregate with the coarse grain diameter in the asphalt concrete layer positioned below.
Therefore, the larger the proportion of coarse-particle-size aggregates in the asphalt concrete layer closer to the outer surface of the protective layer 20, the smaller the proportion of coarse-particle-size aggregates in the asphalt concrete layer closer to the inner surface of the protective layer 20, and the better the wear resistance and the higher the durability of the upper asphalt concrete layer, the better the adhesion property of the lower fine-particle-size aggregates in the asphalt concrete layer.
In the embodiment shown in fig. 13, the protective layer 20 includes five layers, which are a corrosion protection layer 21, a first waterproof adhesive layer 22, a first asphalt concrete layer 23, a second waterproof adhesive layer 24, and a second asphalt concrete layer 25, which are stacked from bottom to top, respectively, and the first asphalt concrete layer 23 and the second asphalt concrete layer 25 may be epoxy asphalt concrete.
The specific components and functions of the layers are briefly described below, and as shown in fig. 13, the protective layer 20 is formed from the following components:
the first layer is an anti-corrosion layer 21. Firstly, the beam body 10 is subjected to sand blasting rust removal, according to the international standard GB8923-88 for sand blasting rust removal, the cleanliness of the sand blasting rust removal on the upper surface 13 of the beam body 10 is required to reach Sa 2.5 level, and the surface is required to have no macroscopic attachments such as grease, dirt, oxide skin, rust, paint coating and the like. The roughness is required to be 100 μm. After rust removal, the anticorrosive protective layer 20 is sprayed immediately, and the epoxy zinc-rich paint with good anticorrosive effect is generally selected, and the thickness of the paint film can be 50-150 μm.
The second layer is a first waterproof adhesive layer 22. The first waterproof adhesive layer 22 is generally made of epoxy resin with high modulus and good toughness, and the thickness of the coating is 0.3-0.8 mm. One function of the waterproof adhesive layer is to block the penetration of moisture from above to the corrosion protection layer 21 below. The other function is to serve as a bonding layer for firmly bonding the above paved fine-graded epoxy asphalt layer with the lower beam body 10. The first bonding layer has a bonding strength greater than 5MPa and a shear strength greater than 3 MPa.
The third layer is a first asphalt concrete layer 23 with fine gradation, namely epoxy asphalt concrete with fine gradation, which has the characteristics of low porosity and high compressive strength. As the lower-layer asphalt, the asphalt can form good bonding effect with the beam body, has good waterproof capability and supporting effect, and can be 3-5cm in thickness.
The fourth layer is a second waterproof adhesive layer 24. The thickness is still 0.3-0.8mm, and the function of bonding the lower layer asphalt and the upper layer asphalt is realized.
The fifth layer is a second asphalt concrete layer 25 of coarse gradation, i.e. epoxy asphalt of coarse gradation. The coarse-graded epoxy asphalt has the characteristic of large porosity, high surface friction and good anti-skid property. The thickness of the layer is 3-5 cm.
The aggregate composition and the mixture ratio of each asphalt concrete layer are shown in the following tables I to III:
TABLE number of aggregates of different sieving Aperture
| Numbering | 1# | 2# | 3# | 4# | 5# | 6# |
| Diameter of the screened aperture | 13.2 | 9.5 | 4.75 | 2.36 | 0.6 | 0.075 |
Gradation proportion of first asphalt concrete layer
Gradation proportion of top, third and second asphalt concrete layers
In some embodiments, the thickness of the first asphalt concrete layer 23 is equal to the thickness of the second asphalt concrete layer 25, the thickness of the first waterproof adhesive layer is equal to the thickness of the second waterproof adhesive layer 24, and the thickness of the first asphalt concrete layer 23 > the height of the first limiting portion 14 > the thickness of the first waterproof adhesive layer > the thickness of the anticorrosive layer 21. Specifically, the thickness of the anticorrosive layer 21 is 50 μm to 150 μm, the thickness of the first asphalt concrete layer 23 and the second asphalt concrete layer 25 is 3cm to 5cm, the thickness of the first waterproof bonding layer 22 is 0.3mm to 0.8mm, and the height of the first limiting portion 14 is 1cm to 2 cm.
In other embodiments, the thickness of the first asphalt concrete layer 23 and the thickness of the second asphalt concrete layer 25 may also be unequal.
The thickness of the first concrete layer 23 is the thickness between the upper surface of the first concrete layer and the lower surface of the first concrete layer opposite to the upper surface of the steel beam.
Therefore, the protective layer 20 has better wear resistance and anti-slip effect, longer service life and wider application range.
In some embodiments, the side of the baffle 30 facing the protection layer 20 has a second position-limiting portion (not shown), and the second position-limiting portion is configured to: a plurality of projections formed by the side of the baffle 30 facing the protective layer 20 projecting toward the protective layer 20 or a plurality of recesses formed by the side of the baffle 30 facing the protective layer 20 recessed away from the protective layer 20. The second limiting part can be any one of column shape, rib shape, grid shape and cone shape or the combination thereof.
Thus, the second stopper portion can prevent the protective layer 20 from slipping in the longitudinal and height directions of the beam 10, and the first stopper portion 14 can prevent the protective layer 20 from slipping in the longitudinal and width directions of the beam 10.
In some embodiments, the baffle 30 is welded or integrally formed with the beam 10, that is, the baffle 30 and the beam 10 may be integrally formed, or may be welded or connected by other methods. Therefore, the integrated forming mode is adopted, and the production and the batch production are convenient.
Further, the upper end of the baffle 30 is lower than or flush with the upper surface of the protective layer 20. That is, the upper end of the baffle 30 is flush with the upper surface of the protective layer 20; or the upper end of the baffle 30 is lower than the upper surface of the protective layer 20. Thereby, local depressions of the force-bearing surface of the rail beam 100 are avoided.
As shown in fig. 14 and 15, the track beam 100 of the straddle-type monorail according to the embodiment of the second aspect of the present invention comprises: the beam comprises a beam body 10 and a protective layer 20, wherein the beam body 10 comprises a vertical plate 11 and a horizontal plate 12 connected to the upper end of the vertical plate 11, and the surface of one side, opposite to the vertical plate 11, of the horizontal plate 12 is a laying surface; the protective layer 20 covers the pavement, the protective layer 20 is of a multilayer structure, and the protective layer 20 comprises a plurality of asphalt concrete layers.
According to the track beam 100 of the straddle-type monorail in the second aspect of the invention, the upper surface 13 of the beam body 10 is protected by arranging the plurality of protective layers 20 of the asphalt concrete layer, so that the asphalt concrete layer serves as a running surface contacting with wheels of a railway vehicle, thereby reducing the abrasion on the beam body 10 and increasing the friction force between the wheels and the road surface to realize the antiskid function. Meanwhile, the noise can be effectively reduced.
According to the embodiment of the asphalt protective structure shown in fig. 14, the materials in the embodiment were subjected to special tests, i.e., tests for the load bearing durability of the materials, such as marshall stability and rutting stability. And material performance tests under extreme conditions, such as soaking stability, freeze-thaw splitting test and the like. The resulting performance data are shown in table four. The results show that the performance of the material according to the examples developed by my proposal even exceeds the state-defined standards for asphalt pavement of highways.
Watch four
It should be noted that the description about the protective layer 20, the first position-limiting portion 14, and the second position-limiting portion of the track beam 100 in the first embodiment is applicable to the track beam in the second embodiment, and is not repeated herein.
The paving mode of the asphalt heat-insulating layer of the track beam can comprise the following steps:
1) paving the asphalt layer by using paving equipment, and compacting the asphalt layer by using compaction equipment or vibration-assisted compaction equipment. 2) The first asphalt concrete layer and the second asphalt concrete layer are made into prefabricated products with proper sizes through asphalt compaction sample preparation equipment, the prefabricated products are installed on the track beam before the prefabricated products are completely cured, the upper layer asphalt and the lower layer asphalt are bonded together through the bonding layer, and then the rear section curing is carried out.
The straddle type rail according to the third aspect of the invention includes the rail beam 100 of the above embodiment. The straddle type rail according to the third embodiment of the present invention has the advantages of the rail beam 100, which will not be described in detail herein.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, but do not indicate or imply that the structures or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, are not to be considered as limiting the present invention. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like 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 do not necessarily 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.
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.
Claims (28)
1. A track beam of a straddle-type monorail, comprising:
the beam body is a metal piece;
the baffle plates are arranged on two sides of the beam body, and the inner walls of the baffle plates and the upper surface of the beam body jointly define accommodating grooves;
and the protective layer is filled in the accommodating groove.
2. The track beam of a straddle monorail according to claim 1, wherein the protective layer comprises an asphalt concrete layer.
3. The track beam of a straddle monorail according to claim 1, wherein the protective layer comprises a multi-layer structure.
4. The track beam of a straddle-type monorail according to any one of claims 1 to 3, wherein the protective layer is of a multi-layer structure and comprises a plurality of asphalt concrete layers.
5. The track beam of a straddle-type monorail according to any one of claims 1 to 3, wherein the beam body has a first stopper portion configured to: the upper surface of the beam body is locally convex to form a plurality of bulges or is locally concave to form a plurality of grooves.
6. The track beam of the straddle type monorail according to claim 5, wherein the first limiting part extends into and does not penetrate through the lowest asphalt concrete layer when the upper surface of the beam body is partially protruded to form a plurality of protrusions.
7. The track beam of the straddle monorail according to claim 6, wherein the first limit part is any one of a column shape, a rib shape, a grid shape and a cone shape or a combination thereof.
8. The track beam of the straddle monorail according to claim 4, wherein, of any two adjacent asphalt concrete layers, the asphalt concrete layer located above is graded thicker than the asphalt concrete layer located below.
9. The track beam of a straddle-type monorail according to any one of claims 1 to 3, wherein the protective layer comprises at least: from bottom to top range upon range of the anticorrosive coating, first waterproof bonding coat, first asphalt concrete layer, the waterproof bonding coat of second, the asphalt concrete layer of second that distributes in proper order, first asphalt concrete layer with the asphalt concrete layer of second is epoxy asphalt concrete.
10. The track beam of the straddle monorail according to claim 9, wherein the thickness of the first asphalt concrete layer is equal to that of the second asphalt concrete layer, the thickness of the first waterproof adhesive layer is equal to that of the second waterproof adhesive layer, and the thickness of the first asphalt concrete layer > the height of the first limiting portion > the thickness of the first waterproof adhesive layer > the thickness of the corrosion-resistant layer.
11. The track beam of the straddle monorail according to claim 10, wherein the thickness of the corrosion-resistant layer is 50-150 μm, the thickness of the first asphalt concrete layer and the second asphalt concrete layer is 3-5cm, the thickness of the first waterproof bonding layer is 0.3-0.8mm, and the height of the first limiting part is 1-2 cm.
12. The track beam of the straddle monorail according to any one of claims 9, wherein the first asphalt concrete layer and the second asphalt concrete layer are formed by mixing first aggregates to sixth aggregates, the grain sizes of the first aggregates to the sixth aggregates are gradually reduced, the proportion of the first aggregates, the second aggregates, the third aggregates and the sixth aggregates in the first asphalt concrete layer is smaller than that of the corresponding first aggregates, the second aggregates, the third aggregates and the sixth aggregates in the second asphalt concrete layer, and the proportion of the fourth aggregates and the fifth aggregates in the first asphalt concrete layer is larger than that of the corresponding fourth aggregates and the fifth aggregates in the second asphalt concrete layer.
13. The track beam of the straddle type monorail according to claim 12, wherein the grain size of the first aggregate is not less than 9.5mm and not more than 13.2mm, the grain size of the second aggregate is not less than 4.75mm and not more than 9.5mm, the grain size of the third aggregate is not less than 2.36mm, the grain size of the fourth aggregate is not less than 0.6mm and not more than 2.36mm, the grain size of the fifth aggregate is not less than 0.075mm and not more than 0.075 mm.
14. The track beam of the straddle monorail according to claim 12, wherein the first to sixth aggregates of the first asphalt concrete layer have the following proportions in sequence: 2% -5%, 18% -25%, 18% -23%, 18% -25%, 20% -25% and 8% -10%; the first to sixth aggregate of the second asphalt concrete layer are in turn: 8-12%, 28-35%, 8-12%, 9-12% and 10-15%.
15. The track beam of a straddle-type monorail according to any one of claims 1 to 3, wherein a side of the baffle facing the protective layer has a second stopper portion configured to: the baffle towards one side of protective layer towards a plurality of archs that the protective layer protrusion formed or the baffle towards one side of protective layer is towards keeping away from a plurality of recesses that the protective layer direction is sunken to form, spacing portion of second is any kind or its combination in cylindricality, muscle bar, grid shape, the toper.
16. The track beam of a straddle-type monorail according to any one of claims 1 to 3, wherein the baffle is welded or integrally formed with the beam body, and the upper end of the baffle is lower than or flush with the upper surface of the protective layer.
17. A track beam of a straddle-type monorail, comprising:
the beam body comprises a vertical plate and a horizontal plate connected to the upper end of the vertical plate, and the surface of one side of the horizontal plate, which is opposite to the vertical plate, is a laying surface;
the protective layer, the protective layer cover on the surface of laying, the protective layer is multilayer structure, the protective layer includes multilayer asphalt concrete layer.
18. The track beam of the straddle monorail of claim 17, wherein the beam body has a first limit portion configured to: the upper surface of the beam body is locally convex to form a plurality of bulges or is locally concave to form a plurality of grooves.
19. The track beam of the straddle type monorail according to claim 18, wherein the first limiting part extends into and does not penetrate through the lowest asphalt concrete layer when the upper surface of the beam body is partially protruded to form a plurality of protrusions.
20. The track beam of the straddle monorail according to claim 18, wherein the first limit part is any one of a column shape, a rib shape, a grid shape and a cone shape or a combination thereof.
21. The track beam of a straddle-type monorail according to any one of claims 17 to 20, wherein of any two adjacent asphalt concrete layers, the asphalt concrete layer located above is graded thicker than the asphalt concrete layer located below.
22. The track beam of a straddle-type monorail according to any one of claims 17-20, wherein the protective layer comprises at least: from bottom to top range upon range of the anticorrosive coating, first waterproof bonding coat, first asphalt concrete layer, the waterproof bonding coat of second, the asphalt concrete layer of second that distributes in proper order, first asphalt concrete layer with the asphalt concrete layer of second is epoxy asphalt concrete.
23. The track beam of the straddle monorail according to claim 22, wherein the thickness of the first asphalt concrete layer is equal to that of the second asphalt concrete layer, the thickness of the first waterproof adhesive layer is equal to that of the second waterproof adhesive layer, and the thickness of the first asphalt concrete layer > the height of the first limiting portion > the thickness of the first waterproof adhesive layer > the thickness of the corrosion-resistant layer.
24. The track beam of the straddle monorail according to claim 23, wherein the thickness of the corrosion-resistant layer is 50-150 μm, the thickness of the first asphalt concrete layer and the second asphalt concrete layer is 3-5cm, the thickness of the first waterproof bonding layer is 0.3-0.8mm, and the height of the first limiting portion is 1-2 cm.
25. The track beam of the straddle monorail according to claim 22, wherein the first asphalt concrete layer and the second asphalt concrete layer are formed by mixing first aggregates to sixth aggregates, the grain sizes of the first aggregates to the sixth aggregates are gradually reduced, the proportion of the first aggregates, the second aggregates, the third aggregates and the sixth aggregates in the first asphalt concrete layer is smaller than that of the corresponding first aggregates, the second aggregates, the third aggregates and the sixth aggregates in the second asphalt concrete layer, and the proportion of the fourth aggregates and the fifth aggregates in the first asphalt concrete layer is larger than that of the corresponding fourth aggregates and the fifth aggregates in the second asphalt concrete layer.
26. The track beam of the straddle type monorail according to claim 25, wherein the grain size of the first aggregate is not less than 9.5mm and not more than 13.2mm, the grain size of the second aggregate is not less than 4.75mm and not more than 9.5mm, the grain size of the third aggregate is not less than 2.36mm and not more than 4.75mm, the grain size of the fourth aggregate is not less than 0.6mm and not more than 2.36mm, the grain size of the fifth aggregate is not less than 0.075mm and not more than 0.075 mm.
27. The track beam of the straddle monorail according to claim 25, wherein the first to sixth aggregates of the first asphalt concrete layer have the following proportions in sequence: 2% -5%, 18% -25%, 18% -23%, 18% -25%, 20% -25% and 8% -10%; the first to sixth aggregate of the second asphalt concrete layer are in turn: 8-12%, 28-35%, 8-12%, 9-12% and 10-15%.
28. A straddle-type monorail comprising a track beam as defined in any one of claims 1-27.
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| CN201810606791 | 2018-06-13 | ||
| CN2018106067910 | 2018-06-13 |
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| CN110593027B (en) | 2022-01-07 |
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