CN111021161A - Construction method of durable tramcar track side pavement structure - Google Patents
Construction method of durable tramcar track side pavement structure Download PDFInfo
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- CN111021161A CN111021161A CN201911404518.0A CN201911404518A CN111021161A CN 111021161 A CN111021161 A CN 111021161A CN 201911404518 A CN201911404518 A CN 201911404518A CN 111021161 A CN111021161 A CN 111021161A
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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
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/003—Means for reducing the development or propagation of noise
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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
- E01B19/00—Protection of permanent way against development of dust or against the effect of wind, sun, frost, or corrosion; Means to reduce development of noise
- E01B19/006—Means for protecting the underground against spillage
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C9/00—Special pavings; Pavings for special parts of roads or airfields
- E01C9/06—Pavings adjacent tramways rails ; Pavings comprising railway tracks
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Abstract
The invention discloses a construction method of a durable tramcar track side pavement structure, which relates to the technical field of track pavement and adopts the technical scheme that: the method comprises the following steps: fixing a prefabricated pipe on the vibration reduction block; the lower end of the prefabricated pipe transversely penetrates through the vibration damping block, and the lower end port of the prefabricated pipe is positioned at the side wall of the vibration damping block facing the rail; pouring concrete in the foundation pit, and forming a concrete layer after the concrete is solidified; manufacturing a sealing groove above the vibration damping block; injecting sealant into the upper end of the prefabricated pipe under pressure, wherein the sealant enters a gap beside the vibration reduction block through the prefabricated pipe and then overflows into the sealing groove; and after the sealant is solidified, forming a sealant layer in the sealing groove by the sealant. According to the construction method, the sealant is injected into the vibration damping blocks (namely semi-flexible transition layers) in a pressurized manner, so that gaps beside the vibration damping blocks are not easy to expand, and the long-time stability of the rail is ensured; the combination of the first vibration damping block and the second vibration damping block has better vibration damping performance and structural strength.
Description
Technical Field
The invention relates to the technical field of track laying, in particular to a construction method of a tramcar track side laying structure.
Background
The tramcar is a traffic tool in cities, has the significance that the tramcar can share the right of way with urban green belts (lawns) or asphalt pavements, and because asphalt concrete is close to a rigid structure, and is easy to fatigue and crack when colliding with steel rails, the interface cohesiveness is poor, water is easy to permeate into the interface, so that freezing and thawing or a structure at the lower part is corroded, and a rail top sealing layer needs to be filled between the steel rails and the concrete. The rail top sealing layer simultaneously plays the roles of flexible connection and sealing water. The rail has the functions of buffering and vibration reduction while meeting the stability.
The traditional Chinese patent application with the application number of CN108517728A discloses a flexible packaging structure for a tramcar track, which comprises a groove-shaped track, wherein the bottom of the groove-shaped track is provided with a track bottom sheath, the waist parts on two sides of the groove-shaped track are provided with a track waist flexible material, an adhesive is arranged between the groove-shaped track and the track waist flexible material for adhesion, a cavity is arranged in the track waist flexible material, the cross-sectional area of the cavity is less than or equal to 25% of the cross-sectional area of the track waist flexible material, a track top sealant is arranged on the track waist flexible material, and the top surface of the track top sealant is lower than that of the. The flexible material is also referred to as a damper block.
The vibration damping block is generally designed into a detachable mode, and asphalt concrete on the outer edge of the rail top sealing layer is easy to damage due to factors such as insufficient compactness of the edge part, deformation of a lower fastener cover, transverse damage of a heavy-duty vehicle and the like. There is the gap between the contact surface of the other damping piece of rail and both sides object to be difficult to avoid, and when the trolley-bus passed through the rail, the damping piece can receive the extrusion when playing the damping effect, and the existence in gap can lead to relative movement to produce the striking, and repeated striking can lead to the damping piece to be flattened gradually, the other gap of damping piece constantly enlarges the condition, makes the steadiness decline of rail.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a construction method of a durable tramcar rail side pavement structure, wherein a vibration damping block is not easy to flatten, a gap beside the vibration damping block is not easy to expand, and the long-time stability of a rail is ensured.
The technical purpose of the invention is realized by the following technical scheme: a construction method of a durable tramcar track side pavement structure comprises the following steps:
step S1: manufacturing a foundation pit on the ground;
step S2: installing rails in the foundation pit, and installing damping blocks on two sides of the rails;
step S3: fixing a prefabricated pipe on the vibration reduction block, wherein the prefabricated pipe is bent in an L shape, and the upper end of the prefabricated pipe extends upwards and is higher than the vibration reduction block; the lower end of the prefabricated pipe transversely penetrates through the vibration reduction block, and the lower end port of the prefabricated pipe is positioned at the position, facing the side wall of the rail, of the vibration reduction block; a plurality of prefabricated pipes are arranged at intervals along the length direction of the rail;
step S4: pouring concrete in the foundation pit, and forming a concrete layer after the concrete is solidified; the height of the concrete layer is higher than that of the vibration damping block but lower than that of the upper ends of the prefabricated pipe and the rail;
step S5: manufacturing a sealing groove above the vibration damping block, wherein the concrete layer and the rail respectively form two opposite inner walls of the sealing groove;
step S6: injecting sealant into the upper end of the prefabricated pipe under pressure, wherein the sealant enters a gap beside the vibration reduction block through the prefabricated pipe and then overflows into the sealing groove;
step S7: and after the sealant is solidified, forming a sealant layer in the sealing groove by the sealant.
Through above-mentioned technical scheme, the damping piece plays damping, buffering effect, and the sealing glue layer plays sealed effect, prevents that the water of top from permeating downwards and corroding damping piece or rail. The fluidity of the sealant is lower than that of water, the sealant is squeezed into the gaps beside the vibration damping block in a pressurizing mode, and even if the fluidity of the sealant is poor, the sealant can also reliably fill the gaps beside the vibration damping block. After the sealant is solidified, the sealant forms an elastic solid, and the sealant can be matched with the vibration reduction block to enhance the vibration reduction capability of the rail while completely filling gaps beside the vibration reduction block. Because one side of the vibration reduction block is completely attached to the concrete layer, and the other side of the vibration reduction block is completely attached to the rail through the sealant, gaps do not exist on two sides of the vibration reduction block, relative movement cannot occur between the vibration reduction block and the rail when the rail is stressed, the vibration reduction block is prevented from being impacted, the vibration reduction block is not easy to flatten, and the rail is ensured to have long-time stability.
Preferably, the lower end of the prefabricated pipe is close to the lower end of the vibration damping block.
Through above-mentioned technical scheme, because sealed mobility of gluing is relatively poor, when setting up the lower extreme of prefabricated pipe in the lower extreme of damping piece, because of the action of gravity, the sealed glue that the pressurization was injected into upwards spreads in the gap gradually, can further ensure to damp that the piece is other to be full of sealed glue.
Preferably, the vibration reduction block comprises a first vibration reduction block and a second vibration reduction block which are positioned on the same side of the rail, and the lower end port of the prefabricated pipe is positioned between the first vibration reduction block and the second vibration reduction block; the damping block is two located between damping block one and the rail, damping block one offsets with damping block two through lateral wall, roof, the both sides wall of damping block two offsets with concrete layer, rail respectively, the roof of damping block two forms the diapire of seal groove, the hardness of damping block two is greater than damping block one.
Through the technical scheme, when the electric car runs on the rail, the second damping block can conduct and disperse force through the L-shaped structure while damping is achieved through the material of the second damping block; the transverse force applied to the rail can be transmitted to the concrete layer through the second damping block, and the longitudinal force applied to the top of the rail can be transmitted to the bottom of the rail through the second damping block. The harder second damping block has sufficient structural strength to conduct force. When the stress of the second vibration damping block is overlarge, the force is further dispersed through the first vibration damping block, and the combination of the first vibration damping block and the second vibration damping block has better vibration damping performance and structural strength.
Preferably, the bottom of the rail is wrapped by a sheath, the sheath is of a semi-surrounding structure, and a positioning groove for embedding the end part of the sheath is formed in the bottom of the first vibration damping block.
Through the technical scheme, the sheath protects the bottom of the rail, and after the first damping block and the second damping block are placed on the rail, the sheath positions the first damping block through the positioning groove, so that the first damping block and the second damping block can be stably placed on the rail temporarily even if the adhesive is not coated, the mutual clinging state is kept, and the implementation of the next procedure is facilitated.
Preferably, the side wall of the rail comprises a limiting surface forming a groove wall of the sealing groove; and the limiting surface extends upwards in an inclined manner along the direction of deviating from the rail horizontally, so that the notch of the sealing groove is in a necking shape.
Through above-mentioned technical scheme, because the notch of seal groove is the throat form, then the shape and the seal groove of sealant layer correspond, and the seal groove produces spacing effect to sealant layer through the cell wall, and sealant layer is difficult for breaking away from the seal groove, and sealant layer's firm degree is high.
Preferably, after the step S2 and before the step S4, a process plate is disposed at the top of the damping block, the lower end of the process plate is inserted into the damping block, the process plate is located at the end of the top of the damping block far away from the rail, and the upper end of the process plate extends obliquely upward along the direction horizontally close to the rail; the surface of the process plate, which is far away from the rail, is provided with a plastic film layer; and in the step S4, the side wall of the concrete layer is formed by the process plate through the plate surface, and the process plate is pulled out after the step S4 is finished, and the plastic film layer attached to the concrete layer is torn off.
By adopting the technical scheme, when the concrete is poured in the step S4, the concrete does not enter the space above the second damping block due to the blocking of the process plate; through setting up the technology board, directly formed the seal groove structure, it is comparatively convenient. By arranging the plastic film layer, the process plate can be conveniently separated from the concrete layer. Because the process plate extends upwards in an inclined mode, the side wall of the formed concrete layer also extends upwards in an inclined mode, the edges of the two sides of the sealing glue layer are not prone to disengaging from the sealing groove, and the firmness degree of the sealing glue layer is further improved.
Preferably, the plate surface of the process plate is curved in a circular arc shape, and the plate surfaces on the two sides of the process plate are part of the cylindrical surface.
Through the technical scheme, when concrete is poured on one side of the process plate, which is far away from the rail, the arc-shaped process plate is not prone to toppling over compared with a straight plate, and the arc-shaped process plate cannot influence the taking-out of the process plate.
Preferably, the sealant is a hot melt adhesive, and the thermal deformation temperature of the vibration reduction block is higher than the thermal melting temperature of the sealant.
Through the technical scheme, the melting temperature of most hot melt adhesives is higher than 80 ℃, and the hot melt adhesives cannot be spontaneously melted under the normal use condition of the electric car track. Personnel can artificially heat the hot melt adhesive to melt the hot melt adhesive, and the sealing adhesive layer or the vibration reduction block below the sealing adhesive layer is convenient to trim.
Preferably, the method also comprises a maintenance step after construction is finished, when the sealing adhesive layer is damaged or gaps are generated on two sides of the vibration reduction block, heating equipment is used for heating and melting the sealing adhesive and the sealing adhesive layer, then new sealing adhesive is supplemented, and the sealing adhesive is waited to be cooled and solidified.
Through above-mentioned technical scheme, after the tram track used for many years, the sealing glue layer probably produced the damage because of the friction, and the damping piece probably contracts and makes both sides produce the gap. During maintenance, a person uses heating equipment to heat and melt the sealant and the sealant layer, then the new sealant is supplemented, the maintenance can be completed after the sealant is cooled and solidified, and the maintenance process is labor-saving.
Preferably, the method further includes step S8 after step S7: the top surface of the concrete layer outside the sealing adhesive layer is provided with a groove, a transition layer is laid in the groove, and the horizontal two sides of the transition layer are respectively connected with the sealing adhesive layer and the concrete layer; the transition layer is a mixture of sealant, aggregate and fiber.
Through above-mentioned technical scheme, the transition layer is owing to sneak into aggregate and fibre, and its hardness, elastic property are between sealant layer and concrete layer, and the transition layer plays the transition effect, reduces the damaged possibility that ftractures in sealant layer, concrete layer's contact position.
In summary, compared with the prior art, the beneficial effects of the invention are as follows:
1. according to the construction method, the sealant is injected under pressure, so that gaps beside the vibration damping blocks are not easy to expand, and the long-time stability of the rail is ensured;
2. the combination of the first vibration damping block and the second vibration damping block has better vibration damping performance and structural strength;
3. the damaged sealing glue layer can be conveniently maintained.
Drawings
Fig. 1 is a schematic diagram of step S1 and step S2 of a construction method of a durable tram rail side pavement structure according to an embodiment;
FIG. 2 is a schematic diagram of steps S3 and S4 of the embodiment;
FIG. 3 is a schematic diagram of steps S5 and S6 of the embodiment;
fig. 4 is a schematic diagram of step S7 and step S8 of the embodiment.
In the figure, 10, a foundation pit; 1. a rail; 2. a vibration damping block; 11. a sheath; 12. a limiting surface; 21. a first vibration damping block; 22. a second vibration damping block; 211. positioning a groove; 3. prefabricating a pipe; 4. a process plate; 41. a plastic film layer; 5. a concrete layer; 6. a sealing groove; 61. sealing the adhesive layer; 7. and a transition layer.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
The invention discloses a construction method of a durable tramcar track side pavement structure, which comprises the following steps:
step S1: referring to fig. 1, a foundation pit 10 is fabricated in the ground. The foundation pit 10 can be constructed in an excavation mode, and a concrete foundation structure with the foundation pit 10 can also be directly formed in a concrete pouring mode. The foundation pit 10 extends continuously in the extending direction of the trolley rail.
Step S2: a rail 1 is installed in the foundation pit 10, and damping blocks 2 are installed on two sides of the rail 1.
The rail 1 is in an I-shaped structure with wide upper and lower parts and narrow middle part, and the top surface of the rail 1 is provided with a wheel groove for the rolling contact of the wheels of the electric vehicle. The rail 1 is provided with a metal sheath 11, and the sheath 11 is in a C shape and is half-enclosed at the bottom of the rail 1. The side wall of the rail 1 comprises a limiting surface 12, the limiting surface 12 is positioned at the top of the side wall of the rail 1, and the limiting surface 12 extends upwards in an inclined mode along the direction which horizontally deviates from the rail 1.
The two sides of the rail 1 in the width direction are both provided with a vibration reduction block 2, the vibration reduction block 2 is in a strip shape and continuously extends along the length direction of the rail 1, and the vibration reduction block 2 comprises a first vibration reduction block 21 and a second vibration reduction block 22 which are positioned on the same side of the rail 1. The second damping block 22 is located between the first damping block 21 and the rail 1, the cross section of the second damping block 22 is L-shaped, and the cross section of the first damping block 21 is rectangular. The first vibration damping block 21 abuts against the second vibration damping block 22 through the side wall and the top wall, the second vibration damping block 22 abuts against the side wall of the rail 1 through the side wall on one side, and the side wall on the other side of the second vibration damping block 22 is flush with the side wall of the first vibration damping block 21, which is far away from the rail 1.
The bottom of the first damping block 21 is provided with a positioning groove 211 for embedding the end of the sheath 11, the positioning groove 211 penetrates through the first damping block 21 along the direction deviating from the rail 1, and the wall of the positioning groove 211 is completely attached to the sheath 11. After the first damping block 21 and the second damping block 22 are placed on the rail 1, the sheath 11 positions the first damping block 21 through the positioning groove 211, so that the first damping block 21 and the second damping block 22 can be temporarily and stably placed on the rail 1 even if the adhesive is not applied, and the state of mutual adhesion is kept.
The first vibration-damping block 21 and the second vibration-damping block 22 are both made of elastic materials, the elastic materials can be rubber, plastics or other high polymer materials, and the hardness of the second vibration-damping block 22 is higher than that of the first vibration-damping block 21. The first vibration reduction block 21 and the second vibration reduction block 22 are made of materials with good heat resistance, so that the first vibration reduction block 21 and the second vibration reduction block 22 can bear the temperature of at least 200 ℃ without deformation; the heat resistance can be improved by mixing heat-resistant components during the production of the first vibration damping block 21 and the second vibration damping block 22.
Step S3: referring to fig. 2, a prefabricated pipe 3 is fixed on a vibration damping block 2, the prefabricated pipe 3 is bent in an L shape, and the upper end of the prefabricated pipe 3 extends upwards and is higher than the vibration damping block 2; the lower end of the prefabricated pipe 3 transversely penetrates through the first vibration damping block 21, and the lower end of the prefabricated pipe 3 is close to the lower end of the first vibration damping block 21. The lower end port of the prefabricated pipe 3 is positioned between the first vibration reduction block 21 and the second vibration reduction block 22, and is specifically positioned at the side wall of the first vibration reduction block 21 facing the rail 1. The first damping block 21 is provided with a hole for the prefabricated pipe 3 to pass through, and the prefabricated pipes 3 are arranged at intervals along the length direction of the rail 1.
The top of the second vibration attenuation block 22 is provided with the process plate 4, the process plate 4 is long-strip-shaped and continuously extends along the length direction of the rail 1, the surface of the process plate 4 is curved in a circular arc shape, the lower end of the process plate 4 is inserted into the second vibration attenuation block 22, and the second vibration attenuation block 22 is provided with a groove for inserting the process plate 4. The process plate 4 is positioned at the end part of the top of the second vibration damping block 22 far away from the rail 1, the upper end of the process plate 4 extends upwards in an inclined mode along the direction horizontally close to the rail 1, and the plate surfaces on two sides of the process plate 4 are part of the cylindrical surface. The surface of the process plate 4, which is far away from the rail 1, is fixedly attached with a plastic film layer 41, and the plastic film layer 41 has the characteristics of smooth surface and difficulty in adhering concrete.
Step S4: concrete is poured in the foundation pit 10, a concrete layer 5 is formed after the concrete is solidified, and the height of the concrete layer 5 is higher than that of the vibration damping block 2 but lower than the upper ends of the prefabricated pipe 3 and the rail 1. Two side walls of the second damping block 22 are respectively abutted against the concrete layer 5 and the rail 1, and due to the blocking of the technical plate 4, the concrete does not enter the space above the second damping block 22. The technical panel 4 forms the side wall of the concrete layer 5 by the face facing away from the rail 1. After the concrete is solidified, the person or the machine pulls out the technical board 4, and if the plastic film layer 41 is adhered to the side wall of the concrete layer 5, the person tears off the plastic film layer 41.
Step S5: referring to fig. 3, a sealing groove 6 is manufactured above the damping block 2; in the embodiment, the process plate 4 is arranged, so that the structure of the sealing groove 6 is directly formed. The concrete layer 5 and the rail 1 respectively form two opposite inner walls of the sealing groove 6, and the side groove wall of the sealing groove 6 is formed by a limiting surface 12 of the rail 1; the top wall of the second damping block 22 forms the bottom wall of the sealing groove 6, and the notch of the sealing groove 6 is in a necking shape due to the inclined state of the limiting surface 12 and the process plate 4.
In another embodiment without the process plate 4, the person would need to chisel the concrete over the damper block 2 and clear it to form the seal groove 6.
Step S6: and (3) injecting sealant into the upper end of the prefabricated pipe 3 under pressure, wherein the sealant enters the gap between the first damping block 21 and the second damping block 22 through the prefabricated pipe 3 and then overflows into the sealing groove 6 through the gap between the second damping block 22 and the rail 1. The pressurized injection of the sealant can be achieved by a sleeve piston mechanism, which is not described in detail herein. The sealant of the embodiment adopts the polyester hot melt adhesive which has the advantages of high adhesive strength, impact resistance and good weather resistance; after the polyester hot melt adhesive is solidified, the polyester hot melt adhesive can be melted by heating to about 180 ℃.
Step S7: referring to fig. 4, after the sealant is solidified, the sealant forms a sealant layer 61 in the sealing groove 6. The sealing glue layer 61 is formed in a liquid solidification mode, so that the sealing glue layer can be completely attached to the concrete layers 5 on the two sides and the rail 1; the sealing glue layer 61 has a good sealing effect, and prevents rainwater from permeating into the lower part to corrode the damping block 2 and the rail 1. Because the notch of seal groove 6 is the throat form, then the shape and the seal groove 6 of sealant layer 61 correspond, and seal groove 6 produces spacing effect to sealant layer 61 through the cell wall, and the both sides edge of sealant layer 61 is difficult for disengaging seal groove 6, and sealant layer 61's firm degree is high.
The construction method extrudes the sealant into the gap beside the vibration damping block 2 in a pressurizing mode, and the sealant can also reliably fill the gap beside the vibration damping block 2 even if the flowability of the sealant is poor. After the sealant is solidified, the sealant forms an elastic solid, and the sealant can be matched with the vibration reduction block 2 to enhance the vibration reduction capability of the rail 1 while completely filling gaps beside the vibration reduction block 2. Because one side of the vibration reduction block 2 is completely attached to the concrete layer 5, and the other side of the vibration reduction block 2 is completely attached to the rail 1 through the sealant, gaps do not exist on two sides of the vibration reduction block 2, and the vibration reduction block 2 and the rail 1 cannot move relatively when the rail 1 is stressed, so that the vibration reduction block 2 is prevented from being impacted, the vibration reduction block 2 is not easy to flatten, and the rail 1 is ensured to have long-time stability.
Step S8: the top surface of the concrete layer 5 outside the sealing adhesive layer 61 is grooved, the transition layer 7 is laid in the groove, and the two horizontal sides of the transition layer 7 are respectively connected with the sealing adhesive layer 61 and the concrete layer 5. The transition layer 7 is a mixture of sealant, resin, aggregate and fiber, the sealant is hot melt adhesive, the resin is elastic resin, the aggregate is sand aggregate, the fiber is wood fiber and polyester fiber, the raw materials of the transition layer 7 are formed by mixing the above materials, heating to 160-220 ℃, stirring and curing, and the raw materials are cooled and solidified to form the transition layer 7.
The transition layer 7 is mixed with aggregate and fiber, so that the hardness and the elasticity of the transition layer are between those of the sealant layer 61 and the concrete layer 5, the transition layer 7 plays a role in transition, the problem that the contact position bonding strength of the sealant layer 61 and the concrete layer 5 is low due to great property difference is solved, and the possibility of breakage and cracking of the contact position is reduced. The transition layer 7 can also reduce the damage between the sealing adhesive layer 61 and the concrete layer 5 caused by the factors of insufficient compactness of the edge part, deformation of the lower fastener cover, transverse damage of heavy-duty vehicles and the like.
The step S1 to the step S8 are the construction method of the tramcar track side pavement structure, and the construction method further includes a maintenance step S9 after the construction is completed:
after the tram rail is used for many years, the sealing adhesive layer 61 may be damaged due to friction, and the vibration damping block 2 may shrink to generate gaps on two sides. During maintenance, a person uses heating equipment to heat and melt the sealant and the sealant layer 61, then supplements new sealant, and finishes maintenance after the sealant is cooled and solidified. The melted sealant is in a liquid state, and the newly supplemented sealant is also in a liquid state, so that the sealant can fill gaps beside the vibration reduction block 2 through self-adaptive flow, fill up damaged positions of the sealant layer 61, and increase the thickness of the sealant layer 61. The heating device can be a baking device using combustible gas as energy.
The embodiments of the present invention are preferred embodiments of the present invention, and the scope of the present invention is not limited by these embodiments, so: all equivalent changes made according to the structure, shape and principle of the invention are covered by the protection scope of the invention.
Claims (10)
1. A construction method of a durable tramcar track side pavement structure is characterized by comprising the following steps: the method comprises the following steps:
step S1: manufacturing a foundation pit (10) on the ground;
step S2: installing a rail (1) in the foundation pit (10), and installing damping blocks (2) on two sides of the rail (1);
step S3: a prefabricated pipe (3) is fixed on the vibration reduction block (2), the prefabricated pipe (3) is bent in an L shape, and the upper end of the prefabricated pipe (3) extends upwards and is higher than the vibration reduction block (2); the lower end of the prefabricated pipe (3) transversely penetrates through the vibration reduction block (2), and the lower end port of the prefabricated pipe (3) is positioned on the side wall of the vibration reduction block (2) facing the rail (1); the prefabricated pipes (3) are arranged at intervals along the length direction of the rail (1);
step S4: concrete is poured in the foundation pit (10), and a concrete layer (5) is formed after the concrete is solidified; the height of the concrete layer (5) is higher than that of the vibration reduction block (2) but lower than that of the prefabricated pipe (3) and the upper end of the rail (1);
step S5: a sealing groove (6) is manufactured above the vibration damping block (2), and the concrete layer (5) and the rail (1) respectively form two opposite inner walls of the sealing groove (6);
step S6: the upper end of the prefabricated pipe (3) is pressurized and injected with sealant, the sealant enters a gap beside the vibration damping block (2) through the prefabricated pipe (3), and then the sealant overflows upwards into the sealing groove (6);
step S7: and after the sealant is solidified, the sealant forms a sealant layer (61) in the sealing groove (6).
2. The construction method of the durable tramcar track side pavement structure as claimed in claim 1, wherein the construction method comprises the following steps: the lower end of the prefabricated pipe (3) is close to the lower end of the vibration reduction block (2).
3. The construction method of the durable tramcar track side pavement structure as claimed in claim 2, wherein the construction method comprises the following steps: the damping block (2) comprises a first damping block (21) and a second damping block (22) which are positioned on the same side of the rail (1), and the lower end port of the prefabricated pipe (3) is positioned between the first damping block (21) and the second damping block (22); the damping block two (22) is located between damping block one (21) and rail (1), damping block one (21) offsets with damping block two (22) through lateral wall, roof, the both sides wall of damping block two (22) offsets with concrete layer (5), rail (1) respectively, the roof of damping block two (22) forms the diapire of seal groove (6), the hardness of damping block two (22) is greater than damping block one (21).
4. The construction method of the durable tram rail side paving structure as claimed in claim 3, wherein the construction method comprises the following steps: the bottom of the rail (1) is wrapped with a sheath (11), the sheath (11) is of a semi-surrounding structure, and a positioning groove (211) for embedding the end of the sheath (11) is formed in the bottom of the first vibration damping block (21).
5. The construction method of the durable tramcar track side pavement structure as claimed in claim 1, wherein the construction method comprises the following steps: the side wall of the rail (1) comprises a limiting surface (12) forming a groove wall of the sealing groove (6); along the direction that the level deviates from rail (1), spacing face (12) slope upwards extends, makes the notch of seal groove (6) is the throat form.
6. The construction method of the durable tram rail side paving structure as claimed in claim 5, wherein the construction method comprises the following steps: after the step S2 and before the step S4, arranging a process plate (4) on the top of the vibration damping block (2), inserting the lower end of the process plate (4) into the vibration damping block (2), wherein the process plate (4) is positioned at the end part of the top of the vibration damping block (2) far away from the rail (1) and extends upwards in an inclined mode along the direction horizontally close to the rail (1); the surface of the process plate (4) departing from the rail (1) is provided with a plastic film layer (41); and in the step S4, the side wall of the concrete layer (5) is formed by the process plate (4) through the plate surface, the process plate (4) is pulled outwards after the step S4 is completed, and the plastic film layer (41) attached to the concrete layer (5) is torn off.
7. The construction method of the durable tram rail side paving structure as claimed in claim 6, wherein the construction method comprises the following steps: the plate surface of the process plate (4) is curved in a circular arc shape, and the plate surfaces on the two sides of the process plate (4) are part of the cylindrical surface.
8. The construction method of the durable tramcar track side pavement structure as claimed in claim 1, wherein the construction method comprises the following steps: the sealant is hot melt adhesive, and the thermal deformation temperature of the vibration reduction block (2) is higher than the thermal melting temperature of the sealant.
9. The construction method of the durable tram rail side paving structure as claimed in claim 8, wherein the construction method comprises the following steps: and the method also comprises a maintenance step after construction is finished, when the sealing adhesive layer (61) is damaged or gaps are generated on two sides of the vibration reduction block (2), heating equipment is used for heating and melting the sealing adhesive and the sealing adhesive layer (61), then new sealing adhesive is supplemented, and the sealing adhesive is waited to be cooled and solidified.
10. The construction method of the durable tramcar track side pavement structure as claimed in claim 1, wherein the construction method comprises the following steps: step S8 after step S7 is further included: the top surface of the concrete layer (5) on the outer side of the sealing adhesive layer (61) is provided with a groove, a transition layer (7) is laid in the groove, and the horizontal two sides of the transition layer (7) are respectively connected with the sealing adhesive layer (61) and the concrete layer (5); the transition layer (7) is a mixture of sealant, aggregate and fiber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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| CN113389124A (en) * | 2021-08-03 | 2021-09-14 | 上海市城市建设设计研究总院（集团）有限公司 | Disease treatment method for crack and damage of embedded integral track bed rail-side asphalt pavement |
| CN113699839A (en) * | 2021-09-06 | 2021-11-26 | 上海市城市建设设计研究总院（集团）有限公司 | Urban tramcar rail side semi-flexible transition structure and construction method thereof |
| CN113957753A (en) * | 2021-10-15 | 2022-01-21 | 上海城建市政工程（集团）有限公司 | Tramcar track pavement structure for transition area of level crossing and construction method thereof |
| CN113957754A (en) * | 2021-10-15 | 2022-01-21 | 上海城建市政工程（集团）有限公司 | Tramcar track pavement structure for transition area of level crossing and construction method thereof |
| CN114210788A (en) * | 2021-09-14 | 2022-03-22 | 上海典跃建材科技有限公司 | Aluminum section bar punching forming device and mounting method thereof |
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| CN113957753A (en) * | 2021-10-15 | 2022-01-21 | 上海城建市政工程（集团）有限公司 | Tramcar track pavement structure for transition area of level crossing and construction method thereof |
| CN113957754A (en) * | 2021-10-15 | 2022-01-21 | 上海城建市政工程（集团）有限公司 | Tramcar track pavement structure for transition area of level crossing and construction method thereof |
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| CN113957753B (en) * | 2021-10-15 | 2023-08-18 | 上海城建市政工程（集团）有限公司 | Trolley track paving structure for transition zone of level crossing and construction method thereof |
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