CN110886149A - Track unit for bridge and track structure - Google Patents

Abstract

The track unit for the bridge comprises a vibration isolation layer, a track bed plate and a first limiting part, wherein the vibration isolation layer is located on a steel bridge deck of the bridge and used for isolating vibration; the ballast bed plate is positioned on the vibration isolation layer; the first limiting part is fixedly connected with the steel bridge deck, and at least part of the first limiting part is located in the roadbed slab. The vibration isolation layer is arranged on the steel bridge deck, the track bed plate is arranged on the vibration isolation layer, and a concrete base plate in the prior art is omitted. Because a concrete base plate is omitted, the problems that in the prior art, the part of the concrete base plate connected with the shear nails is subjected to shear force circulation, the eccentricity of the shear nails is increased, and the concrete base plate and the shear nails are easy to generate fatigue diseases are effectively solved. Another aspect of the embodiments of the present application provides a track structure for a bridge, including the above-mentioned track unit for a bridge, which has the same beneficial effects as the track unit for a bridge.

Description

Track unit for bridge and track structure

Technical Field

The application relates to the technical field of rail transit, in particular to a rail unit and a rail structure for a bridge.

Background

The conventional method for laying ballastless tracks on a steel bridge deck is to arrange a concrete base plate on the steel bridge deck and then sequentially arrange a track bed plate, a sleeper and steel rails on the concrete base plate from bottom to top. The concrete base plate is connected with the steel bridge deck through a plurality of shear nails. One end of the shear pin is positioned in the concrete base plate, and the other end of the shear pin is welded with the steel bridge deck. Because the part of the concrete base plate connected with the shear nails is subjected to shear force circulation, the eccentricity of the shear nails is increased, the concrete base plate and the shear nails are easy to generate fatigue diseases, and the durability is often insufficient.

Disclosure of Invention

In view of this, the embodiments of the present application are intended to provide a track unit and a track structure for a bridge, which solve the problem that fatigue damage is easily generated on a concrete base plate and a shear pin due to shear force circulation of a portion where the concrete base plate is connected to the shear pin, and to solve the above technical problem, the technical solution of the embodiments of the present application is implemented as follows:

an aspect of an embodiment of the present application provides a track unit for a bridge, including:

the vibration isolation layer is positioned on the steel bridge deck of the bridge and used for isolating vibration;

the ballast bed plate is positioned on the vibration isolation layer; and

the first limiting part is fixedly connected with the steel bridge deck, and at least part of the first limiting part is positioned in the roadbed slab.

Furthermore, the end face of the track bed board along the length direction is inwards recessed to form a first groove, the vibration isolation layer is formed with a second groove matched with the first groove, and at least part of the first limiting part is accommodated in the first groove and the second groove.

Further, the first stopper includes:

the limiting part is internally provided with a cavity, and at least part of the limiting part is accommodated in the ballast bed plate; and

the cover plate is arranged above the limiting part to cover the cavity.

Further, the upper surface of the ballast bed board is flush with the upper surface of the limiting part.

Further, the first locating part comprises an installation part connected with the limiting part, and the cover plate is detachably connected with the installation part.

Further, the track unit comprises an elastic part arranged between the first limiting part and the track bed board, and the elastic part is arranged around the first limiting part in an enclosing manner.

Further, the projection area of the first limiting part in the vertical direction is larger than the projection area of the elastic part in the vertical direction.

Further, the track unit comprises a second limiting part, the second limiting part comprises a body fixedly connected with the steel bridge deck and an extension part, the body is located between the track bed plate and the steel bridge deck, the extension part extends from the body to the track bed plate, and the extension part is located on the outer side of the track bed plate;

and/or the track unit comprises a double-block sleeper, and the sleeper is positioned on the track bed plate.

Further, the vibration isolation layer is made of rubber or polyurethane;

and/or the end surface of the vibration isolation layer facing the steel bridge deck is provided with a plurality of bulges arranged at intervals.

Another aspect of the present invention provides a track structure for a bridge, including a plurality of track units arranged at intervals in a longitudinal direction of the bridge.

Further, a gap between two adjacent track units is empty.

The embodiment of the application provides a track unit for bridge on the one hand, sets up the vibration isolation layer on the steel bridge floor, sets up the road bed board on the vibration isolation layer, has cancelled the concrete bed board among the prior art. Because a concrete base plate is omitted, the problems that in the prior art, the part of the concrete base plate connected with the shear nails is subjected to shear force circulation, and the shear nails are prone to fatigue damage of the concrete base plate and the shear nails are effectively solved. Another aspect of the embodiments of the present application provides a track structure for a bridge, including the above-mentioned track unit, which has the same beneficial effects as the track unit for a bridge.

Drawings

Fig. 1 is a schematic structural diagram of a track unit for a bridge according to an embodiment of the present application;

fig. 2 is an exploded view of the track unit for a bridge of fig. 1;

fig. 3 is a schematic structural diagram of a first limiting member according to an embodiment of the present disclosure, wherein an elastic member is shown;

FIG. 4 is an exploded view of the first stop member of FIG. 3;

FIG. 5 is a schematic view of a vibration isolation layer according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a second position limiting member according to an embodiment of the present disclosure;

fig. 7 is a schematic structural diagram of a track structure for a bridge according to an embodiment of the present application.

Description of the reference numerals

1000 parts of a steel bridge deck; a rail unit 100; a vibration isolation layer 10; a protrusion 11; a second groove 10 a; a ballast bed plate 20; the first groove 20 a; a first stopper 30; a stopper portion 31; the cavity 31 a; a cover plate 32; a mounting portion 33; an elastic member 40; a second stopper 50; a body 51; an extension 52; a sleeper 60; a rail 200.

Detailed Description

It should be noted that, in the present application, technical features in examples and embodiments may be combined with each other without conflict, and the detailed description in the specific embodiment should be understood as an explanation of the gist of the present application and should not be construed as an improper limitation to the present application.

In the description of the present application, the "up" and "down" orientation or positional relationship is the orientation or positional relationship when the rail unit or the rail structure is normally used. "bridge longitudinal" means the direction of extension of the bridge, i.e. the bridge length direction. "mm" means international units of millimeters. "m" refers to the international unit of meters. It is to be understood that such directional terms are merely for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present application.

Referring to fig. 1 and 2, in one aspect, the present invention provides a track unit for a bridge, including a vibration isolation layer 10, a track slab 20, and a first stopper 30. The vibration isolation layer 10 is located on the steel deck 1000 of the bridge. The vibration isolation layer 10 serves to isolate vibrations. The ballast bed plate 20 is positioned on the vibration isolation layer 10. The first limiting member 30 is fixedly connected to the steel bridge deck 1000. The first stop member 30 is at least partially located within the track bed 20.

The vibration isolation layer 10 is arranged on the steel bridge surface, the track bed plate 20 is arranged on the vibration isolation layer, and a concrete base plate in the prior art is omitted. Because a concrete base plate is omitted, the problems that in the prior art, the part of the concrete base plate connected with the shear nails is subjected to shear force circulation, the eccentricity of the shear nails is increased, and the concrete base plate and the shear nails are easy to generate fatigue diseases are effectively solved. The weight and the height of the track unit 100 are relatively reduced, so that the construction cost of the track unit 100 is reduced, the requirement on a bridge supporting structure is also greatly reduced, and the second-stage dead load of the bridge and the construction cost of the bridge can be reduced to a greater extent. The vibration isolation layer 10 is used for isolating the roadbed slab 20 and the steel bridge deck 1000, and reducing the vibration of the steel bridge deck 1000 caused by the driving load on the roadbed slab 20. The vibration isolation layer 10 is beneficial to mutual adaptation of deformation of the track unit 100 and the steel bridge deck 1000, and improves the safety and stability of train operation and the structural stability of the bridge. In the prior art, the fatigue problem of the steel bridge deck is aggravated because a plurality of shear nails and 1000 welding spots of the steel bridge deck are more. In the embodiment of the application, the first limiting part 30 is fixedly connected with the steel bridge deck 1000, and at least part of the first limiting part 30 is located in the bed plate 20, so that the vibration isolating layer 10 and the bed plate 20 are positioned and limited through the first limiting part 30, the construction process is simplified, the construction is more convenient and faster, a plurality of shear nails are avoided, welding spots are reduced, and the problem of aggravating the fatigue of the steel bridge deck 1000 is effectively avoided.

It can be understood that the vibration isolation layer 10 is an elastic structure, so as to isolate the roadbed slab 20 from the steel bridge deck 1000, and reduce the vibration of the steel bridge deck 1000 caused by the driving load on the roadbed slab 20. The vibration isolation layer 10 can be configured with vibration isolation layers 10 with corresponding rigidity according to different environmental factors such as train running speed, temperature and the like in practical application. The first position-limiting member 30 can bear the predetermined longitudinal and transverse loads without being damaged or loosened. The preset longitudinal force and the preset transverse force are determined according to the actual implementation conditions of the train load range, the train speed and the like.

In one embodiment, the track unit 100 includes a seal layer (not shown) disposed on the steel deck 1000, with one end of the seal layer extending onto an outboard end surface of the track deck 20. With the structure, a gap between the steel bridge deck 1000 and the roadbed slab 20 is prevented from becoming a liquid circulation channel, and the vibration isolation layer 10 is positioned between the roadbed slab 20 and the steel bridge deck 1000, so that the sealing layer can prevent the liquid from corroding the vibration isolation layer 10, and the structural stability of the track unit 100 is ensured. The sealing layer may be a sealant, such as a silicone sealant or a polyurethane sealant.

In one embodiment, the track slab 20 is a cast-in-place reinforced concrete structure, that is, a slab formwork is disposed on the vibration isolation layer 10, reinforcing steel bars are disposed in the slab formwork, and concrete is poured into the slab formwork to form the track slab 20. The track bed plate 20 is conveniently manufactured according to the field condition by adopting a cast-in-place reinforced concrete structure. In another embodiment, the track bed slab 20 may be a prefabricated structure, i.e., prefabricated on-line and then transported to the construction site. The design is convenient for improving the construction efficiency.

In an embodiment of the present application, please refer to fig. 2, an end surface of the track bed plate 20 along the length direction thereof is recessed inward to form a first groove 20 a. The vibration insulating layer 10 is formed with a second groove 10a fitted with the first groove 20 a. The first retaining member 30 is at least partially received in the first recess 20a and the second recess 10 a.

The first limiting member 30 is at least partially accommodated in the first groove 20a and the second groove 10a, so that the connection between the first limiting member 30 and the track bed plate 20 is realized. The first stopper 30 receives a lateral force and a longitudinal force generated by a load of a vehicle traveling on the track bed 20. With the structure, the contact area between the first limiting member 30 and the track bed plate 20 is large, the pressure applied to the first limiting member 30 is relatively small, and the shearing force applied to the contact position of the track bed plate 20 and the first limiting member 30 is relatively small, which is beneficial to improving the structural stability of the track bed plate 20 and the first limiting member 30.

It can be understood that the first limiting member 30 is at least partially accommodated in the first recess 20a and the second recess 10a, that is, the first limiting member 30 can be partially accommodated in the first recess 20a and the second recess 10a, and the first limiting member 30 can also be completely accommodated in the first recess 20a and the second recess 10 a.

In the construction process, the first limiting part 30 can be connected with the steel bridge deck 1000, and then the first groove 20a and the second groove 10a are correspondingly arranged with the first limiting part 30, so that the vibration isolation layer 10 and the ballast bed plate 20 can be quickly positioned and limited, and the construction is convenient and the precision is high. In addition, the first limiting part 30 transmits longitudinal force and transverse force of the driving load, so that driving safety is guaranteed. The first limiting member 30 is located at an end of the track bed plate 20 along a length direction thereof, so that the first limiting member 30 can be conveniently overhauled.

It is understood that the track bed plate 20 may have one first groove 20a formed by inwardly recessing one end surface in the length direction thereof, or may have two first grooves 20a formed by inwardly recessing both end surfaces in the length direction thereof. That is, one or two first grooves 20a may be provided. The first groove 20a, the second groove 10a and the first limiting member 30 are correspondingly disposed. Accordingly, there may be one or two second grooves 10 a. Similarly, there may be one or two first limiting members 30.

In a preferred embodiment, referring to fig. 1 and 2, the first groove 20a is located along a center line of the track bed 20 in a width direction thereof.

In an embodiment of the present application, please refer to fig. 2 and 4, the first limiting member 30 includes a limiting portion 31 and a cover plate 32. The stopper 31 has a cavity 31a formed therein, and the stopper 31 is at least partially accommodated in the track bed 20. The cover plate 32 is disposed above the stopper portion 31 to cover the cavity 31 a. The limiting part 31 is provided with a cavity 31a, so that the weight of the first limiting part 30 is reduced, the transportation is facilitated, and the cost is saved.

The first limiting part 30 can be prefabricated offline, so that the quality of finished products is convenient to control, and the site construction efficiency can be improved. The first limiting member 30 can be positioned and installed according to measurement, and then the track bed slab formwork is set to pour concrete in situ to form the track bed slab 20. So, not only be convenient for fix a position the installation railway roadbed board 20 fast, can also improve the efficiency of construction.

In an embodiment, the position-limiting portion 31 may be a steel box with an open end and formed by surrounding a plurality of steel plates. The structure has high structural strength and is convenient for controlling the production quality. The cover plate 32 covers the opening. The stop portion 31 may be welded, for example double welded, to the steel deck 1000. Due to the design, the limiting part 31 and the steel bridge deck 1000 have a large welding area and are firmly welded. Further, an outer surface of the stopper portion 31 may be provided with an antirust layer for preventing the stopper portion 31 from rusting. The rust-proof layer can be rust-proof paint.

In an embodiment not shown, the cavity 31a is filled with concrete. This kind of design is convenient for improve the atress ability of spacing portion 31.

In an embodiment of the present application, please refer to fig. 1 and 2, an upper surface of the ballast bed plate 20 is flush with an upper surface of the limiting portion 31. With such a design, the limit portion 31 is prevented from protruding out of the upper surface of the track bed plate 20, so that a slab staggering is formed between the limit portion 31 and the track bed plate 20.

In an embodiment of the present application, please refer to fig. 4, the first position limiting member 30 includes an installation portion 33 connected to the position limiting portion 31. The cover plate 32 is detachably connected to the mounting portion 33. This kind of structure, not only be convenient for install fast, overhaul apron 32 and spacing portion 31, still be convenient for strengthen the connection between apron 32 and the spacing portion 31 through installation department 33.

In an embodiment, referring to fig. 3, 4 and 7, the track unit 100 includes an elastic member 40 disposed between the first limiting member 30 and the track bed 20. The elastic member 40 surrounds the first limiting member 30. That is, the elastic member 40 is enclosed on the outer surface of the first limiting member 30. The elastic member 40 is used for isolating and buffering the track bed plate 20 and the first limiting member 30, so that the force generated by the driving load on the track bed plate 20 is prevented from directly acting on the first limiting member 30, the structural stability of the first limiting member 30 is guaranteed, and the service life of the first limiting member 30 is prolonged. Illustratively, the elastic member 40 may be rubber, polyurethane, or foam.

In one embodiment, a projected area of the first limiting member 30 in the vertical direction is larger than a projected area of the elastic member 40 in the vertical direction. Thus, not only can the elastic member 40 be prevented from being eroded by the liquid, but also the elastic member 40 can be prevented from coming out of the gap between the first stopper 30 and the track plate 20.

In an embodiment of the present application, please refer to fig. 2, fig. 6 and fig. 7, the track unit 100 includes a second limiting member 50. The second limiting member 50 includes a body 51 fixedly connected to the steel bridge 1000 and an extending portion 52. The body 51 is located between the ballast bed slab 20 and the steel deck 1000. The extension 52 extends from the body 51 toward the track bed 20. The extensions 52 are located on the outside of the track bed 20. With such a structure, the movement of the vibration isolation layer 10 is further limited by the second limiting member 50, and the vibration isolation layer 10 is prevented from coming out of the gap between the ballast bed plate 20 and the steel bridge deck 1000.

In the construction process, the second limiting part 50 can be arranged on the steel bridge deck 1000, and then the vibration isolation layer 10 is arranged, so that the vibration isolation layer 10 can be quickly positioned and installed through the second limiting part 50.

Illustratively, the limiting part 31 is a steel box with a length of 700mm, a width of 500mm and a thickness of 25mm, and the height of the steel box is determined according to the gradient of the steel bridge deck 1000 and the position of the limiting part 31 on the steel bridge deck 1000. The upper surface of the stopper 31 is flush with the upper surface of the track bed plate 20. The installation part 33 is a steel bar with the length of 650mm, the width of 80mm and the thickness of 25mm, and the installation part 33 is welded on the limiting part 31 by double-sided welding. The cover plate 32 and the mounting part 33 are detachably connected through a connecting piece. The connecting piece can be a bolt, and the bolt can be a 10.9 grade M20 high-strength bolt. The elastic member 40 is rubber having a thickness of 17 mm. The projected area of the cover plate 32 in the vertical direction is larger than the projected area of the elastic member 40 in the vertical direction. For example, the distance between the outer end of the cover plate 32 and the outer end of the elastic member 40 is 40mm to 50mm, so that the liquid can be prevented from entering the gap between the bed plate 20 and the stopper 31, the elastic member 40 can be prevented from being eroded by the liquid, and the elastic member 40 can be prevented from escaping. The second limiting member 50 may be an angle steel, and an opening of the angle steel faces the track unit 100. Further, the angle steel is equal-edge angle steel. The second limiting member 50 may also be subjected to rust-proof treatment, such as coating with rust-proof paint. The first limiting member 30 and the second limiting member 50 may be made of steel materials identical to the steel bridge deck 1000. Of course, the above description is only one preferred embodiment of the present application, and is only for illustrative purpose and not for limitation of the present application.

In one embodiment of the present application, referring to fig. 1, 2 and 7, the track unit 100 includes a dual block sleeper 60, the sleeper 60 being located on the track bed plate 20. This structure prevents the sleeper 60 adjacent to the first retaining member 30 from interfering with the installation of the first retaining member 30.

Illustratively, the distance between two adjacent sleepers 60 disposed along the length of the track unit 100 is 500mm to 700 mm. For example 500mm, 550mm, 600mm, 650mm, 700 mm. In this manner, the placement of the rails 200 on the ties 60 is facilitated.

In an embodiment of the present application, please refer to fig. 2 and 5, the vibration isolation layer 10 is made of rubber or polyurethane. The rubber or polyurethane can play a role in vibration isolation by utilizing the elasticity of the rubber or polyurethane. In addition, when the track unit 100 of the embodiment of the present application is used in urban track traffic, since the urban track traffic often uses direct current, leakage of direct current and electrochemical corrosion are easily caused, and rubber or polyurethane can also play a role in preventing stray current leakage from causing electrochemical corrosion, insulating and preventing stray current.

In one embodiment, the vibration isolation layer 10 is rubber. The thickness of the vibration isolation layer 10 is 30 mm-60 mm. For example 30mm, 40mm, 50mm or 60 mm.

In an embodiment of the present application, please refer to fig. 5, an end surface of the vibration isolation layer 10 facing the steel bridge deck 1000 has a plurality of protrusions 11 disposed at intervals. A minute gap is formed between the plurality of protrusions 11 arranged at intervals, and the vibration isolation and buffering effects of the vibration isolation layer 10 are further enhanced. Illustratively, the protrusion 11 may be of a frustum type.

Referring to fig. 7, another aspect of the present invention provides a track structure for a bridge, including a plurality of track units 100 of any one of the above embodiments, which are spaced apart from each other in a longitudinal direction of the bridge. Because steel bridge face 1000 bears the traffic load when deformation great, the interval sets up between two adjacent track units 100, is convenient for improve the ability that track structure adaptation steel bridge face 1000 deformation.

In one embodiment, the track bed 20 is formed with a first groove 20a recessed inward along a longitudinal end surface thereof. A plurality of rail units 100 are spaced apart from each other in the longitudinal direction of the bridge, and then one first limiting member 30 can be simultaneously accommodated between two adjacent first recesses 20 a. In other words, the first limiting member 30 is located between two adjacent first grooves 20a, a part of the first limiting member 30 is located in the first groove 20a of one track bed 20, and another part of the first limiting member 30 is located in the first groove 20a of the adjacent track bed 20.

Illustratively, the ballast bed 20 may be configured to have a length of 6m, a width of 2.8m, and a thickness of 270 mm. In this case, the distance between two adjacent first limiting members 30 is 6 m. Of course, the track bed 20 may have other lengths, widths, and thicknesses, and is only exemplary and not intended to limit the present application.

In an embodiment of the present application, please refer to fig. 7, a gap between two adjacent track units 100 is empty. In other words, the gap between the adjacent two track plates 30 is free of any filler. Therefore, the capacity of the track structure for adapting to the deformation of the large-span steel bridge deck is further improved, and the durability and the safety of the track structure are improved.

In another embodiment, a filler layer is disposed between two adjacent track units 100. The filling layer is used to seal the gap between two adjacent rail units 100. This design is suitable for steel deck with relatively small span, further avoiding liquid entering the track unit 100 through the gap between the track units 100. The filling layer can adopt modified asphalt, silicone sealant or polyurethane sealant.

In one embodiment, the distance between two adjacent track units 100 is 15mm to 25 mm. E.g. 15mm, 16mm, 18mm, 20mm, 22mm, 24mm, 25mm, facilitates an improved ability of the track structure to adapt to the deformation of the steel deck 1000.

The track unit and the track structure for the bridge provided by the embodiment of the application are particularly suitable for urban rail transit.

The various embodiments/implementations provided herein may be combined with each other without contradiction. The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (11)

1. A track unit for a bridge, comprising:

the vibration isolation layer is positioned on the steel bridge deck of the bridge and used for isolating vibration;

the ballast bed plate is positioned on the vibration isolation layer; and

the first limiting part is fixedly connected with the steel bridge deck, and at least part of the first limiting part is positioned in the roadbed slab.

2. The track unit according to claim 1, wherein the track bed plate is formed with a first groove recessed inward along a longitudinal end surface thereof, the vibration isolating layer is formed with a second groove adapted to the first groove, and the first retaining member is at least partially received in the first groove and the second groove.

3. The track unit as claimed in claim 1, wherein the first retaining member comprises:

the limiting part is internally provided with a cavity, and at least part of the limiting part is accommodated in the ballast bed plate; and

the cover plate is arranged above the limiting part to cover the cavity.

4. The track unit of claim 3, wherein an upper surface of the track bed deck is flush with an upper surface of the stop portion.

5. The track unit according to claim 3, wherein the first limiting member comprises a mounting portion connected to the limiting portion, and the cover plate is detachably connected to the mounting portion.

6. The track unit according to any one of claims 1 to 5, wherein the track unit comprises an elastic member disposed between the first stopper and the track bed plate, and the elastic member is enclosed around the first stopper.

7. The rail unit according to claim 6, wherein a projected area of the first limiting member in a vertical direction is larger than a projected area of the elastic member in the vertical direction.

8. The track unit according to any one of claims 1 to 5, wherein the track unit comprises a second stopper, the second stopper comprises a body fixedly connected to the steel deck and an extension, the body is located between the track bed plate and the steel deck, the extension extends from the body to the track bed plate, and the extension is located outside the track bed plate;

and/or the track unit comprises a double-block sleeper, and the sleeper is positioned on the track bed plate.

9. The rail unit according to any one of claims 1 to 5, wherein the vibration isolation layer is rubber or polyurethane;

and/or the end surface of the vibration isolation layer facing the steel bridge deck is provided with a plurality of bulges arranged at intervals.

10. A track structure for a bridge, comprising a plurality of track units as claimed in any one of claims 1 to 9 spaced apart longitudinally along the bridge.

11. The track structure according to claim 10, wherein the gap between two adjacent track units is empty.

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