CN111287028A - Rail transit - Google Patents
Rail transit Download PDFInfo
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- CN111287028A CN111287028A CN202010125262.6A CN202010125262A CN111287028A CN 111287028 A CN111287028 A CN 111287028A CN 202010125262 A CN202010125262 A CN 202010125262A CN 111287028 A CN111287028 A CN 111287028A
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- track
- track plate
- fixing holes
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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
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/002—Ballastless track, e.g. concrete slab trackway, or with asphalt layers
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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
- E01B2/00—General structure of permanent way
- E01B2/003—Arrangement of tracks on bridges or in tunnels
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
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Abstract
The embodiment of the application discloses rail transit, which comprises a simply-supported beam section, a continuous beam section, a plurality of abutments and a plurality of chemical anchor bolts, wherein the simply-supported beam section and the continuous beam section respectively comprise a beam body laid on the abutments, a supporting layer laid on the beam body, a plurality of track plates connected in sequence and a mortar layer bonded between the supporting layer and the track plates; the girder seam position of the boundary of the simply supported girder section and the continuous girder section and/or the central position of the abutment corresponding to the continuous girder section are/is a target position; fixing holes are formed in at least four adjacent track plates on any side of the target position, penetrate through the track plates and the mortar layer and extend to the supporting layer; the chemical anchor is disposed in the fixation hole. The rail transit provided by the embodiment of the application can effectively prevent the rail plate from arching and deforming.
Description
Technical Field
The application relates to the field of ballastless tracks, in particular to track traffic.
Background
At present, the business mileage of the China high-speed railway reaches over 2.9 kilometers and exceeds 2/3 of the total mileage of the worldwide high-speed railway, and China becomes the country with the longest mileage of the worldwide high-speed railway and the highest transportation density. The longitudinal connecting plate type track structure is one of the main structural forms adopted on a domestic high-speed railway line with the speed per hour of 350km/h, and the total mileage of a main line is 4852km, which accounts for about 30 percent of the total mileage of a non-track high-speed railway.
The safety, stability and long-term durability of the longitudinal connecting plate type track structure are greatly influenced by factors such as joint connection state between end plates of the track plate, bonding state of a mortar layer, environmental temperature change and the like. Through long-term research, under the action of external complex load, various diseases can be generated on the components and the seam positions between layers and between adjacent plates of the longitudinal connecting plate type track structure. Among a plurality of diseases, wide and narrow joint damage, interlayer separation crack and track slab upwarp are typical diseases of II-type slabs, particularly the diseases of the track slab upwarp in summer under high temperature conditions, which is one of the most prominent diseases of the current CRTS II-type slab tracks. The occurrence of the upper arch disease of the track slab destroys the integrity of the whole track structure, directly influences the irregularity of the line, is safe in train operation, brings great potential safety hazard to railway transportation, and brings heavy workload for maintenance and repair.
Disclosure of Invention
In view of the above, it is desirable to provide a rail transit system that can effectively prevent the deformation of the upper arch.
In order to achieve the above purpose, the technical solution of the embodiment of the present application is implemented as follows:
a rail transit comprises a simply-supported beam section, a continuous beam section, a plurality of abutments and a plurality of chemical anchor bolts, wherein the simply-supported beam section and the continuous beam section respectively comprise a beam body laid on the abutments, a supporting layer laid on the beam body, a plurality of sequentially-connected rail plates and a mortar layer bonded between the supporting layer and the rail plates; the girder seam position of the boundary of the simply supported girder section and the continuous girder section and/or the central position of the abutment corresponding to the continuous girder section are/is a target position; fixing holes are formed in at least four adjacent track plates on any side of the target position, penetrate through the track plates and the mortar layer and extend to the supporting layer; the chemical anchor is disposed in the fixation hole.
Further, the number of the fixing holes on the track plate close to the target position is greater than or equal to the number of the fixing holes on the track plate far from the target position.
Further, the target position is a girder seam position of a junction of the simply supported girder section and the continuous girder section; eight fixing holes are symmetrically formed in the first track plate adjacent to the target position in the four continuous track plates on either side of the target position; eight fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; six fixing holes are symmetrically formed in a third track plate adjacent to the second track plate; and a fourth track plate adjacent to the third track plate is symmetrically provided with four fixing holes.
Further, the target position is the central position of the abutment of the continuous beam section; six fixing holes are symmetrically formed in a first track plate adjacent to the target position in four continuous track plates on either side of the target position; six fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; four fixing holes are symmetrically formed in a third track plate adjacent to the second track plate; and four fixing holes are symmetrically formed in the fourth track plate adjacent to the third track plate.
Furthermore, four fixing holes are symmetrically formed in the N track plates sequentially connected with one end, far away from the target position, of the fourth track plate, and N is larger than or equal to 1.
Further, the distance between the center positions of two adjacent abutments of the continuous beam section is L;
when L is more than or equal to 40m and less than 70m, N is 1; when L is more than or equal to 70m and less than 100m, N is 2; when L is more than or equal to 100m and less than 200m, N is 3; when L is less than or equal to 200m, N is 4.
Further, the fixing hole is 205 mm plus or minus 5mm away from the central axis of the track slab along the extension direction of the track traffic; and/or the distance between the fixing hole and the blocking shoulder on the track plate is 166.6 +/-5 mm.
Furthermore, an angle A exists between the central line of the fixing hole and the plate surface of the track plate, and the angle A is more than or equal to 85 degrees and less than or equal to 95 degrees.
Further, the track plate and the supporting layer comprise reinforcing steel bars, and the fixing holes and the reinforcing steel bars are arranged in a staggered mode.
Further, the chemical anchor bolt comprises a pin and a wrapping layer wrapping the outer side of the pin.
Further, the pin is made of carbon alloy, and the surface of the pin is treated by a powder zinc impregnation anticorrosion process; and/or the wrapping layer is an epoxy resin layer.
Further, the pin has a diameter of phi 27 +/-10 mm and a length of 350 +/-10 mm.
Furthermore, the pin comprises an upper section corresponding to the track plate, a middle section corresponding to the mortar layer and a lower section corresponding to the supporting layer, the middle section is a smooth cylinder, and concave-convex grains are formed on the surface of the upper section and/or the surface of the lower section.
Further, the pin comprises a centering ring, and the centering ring is arranged at the bottom end, far away from the upper section, of the lower section.
According to the rail transit, the target position is determined through effective analysis, and is the girder seam position of the junction of the simply supported girder section and the continuous girder section or the central position of the abutment of the continuous girder section; through the fixed orifices on the track board of the both sides of target location, implant the chemical crab-bolt respectively at the target location that weak section corresponds the track board to strengthen the connection between track board, mortar layer and the supporting layer, improve the overall stability of track board, finally effective control track board's the deformation that arches.
Drawings
Fig. 1 is a schematic structural diagram of a rail transit according to an embodiment of the present application;
FIG. 2 is an enlarged cross-sectional view taken at B of FIG. 1, wherein the pin is shown without internal structure cut-away;
FIG. 3 is a top view of an interface of a simply supported beam segment and a continuous beam segment according to an embodiment of the present application, wherein chemical pins are omitted;
FIG. 4 is a top view of a continuous beam segment according to an embodiment of the present application; wherein the chemical pins are omitted;
fig. 5 is a schematic structural view of a track plate according to an embodiment of the present application, wherein the number of the fixing holes is eight;
fig. 6 is a schematic structural view of a track plate according to another embodiment of the present application, wherein the number of the fixing holes is six;
fig. 7 is a schematic structural view of a track plate according to another embodiment of the present application, wherein the number of the fixing holes is four.
Detailed Description
It should be noted that, in the case of conflict, the technical features in the examples and examples of the present application may be combined with each other, and the detailed description in the specific embodiments should be interpreted as an explanation of the present application and should not be construed as an improper limitation of the present application.
In the description of the embodiments of the present application, the "up", "down", "left", "right", "front", "back" orientation or positional relationship is based on the orientation or positional relationship shown in fig. 1, it is to be understood that these orientation terms are merely for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be considered as limiting the present application.
As shown in fig. 1 to 7, the rail transit includes a simple beam section (not shown) and a continuous beam section (not shown), a plurality of abutments 1 and a plurality of chemical anchors 60, and each of the simple beam section and the continuous beam section includes a beam body 2 laid on the abutments 1, a supporting layer 3 laid on the beam body 2, a plurality of track plates 4 connected in sequence, and a mortar layer 6 bonded between the supporting layer 3 and the track plates 4.
The girder seam position of the boundary of the simply supported girder section and the continuous girder section and/or the central position of the abutment 1 corresponding to the continuous girder section are/is a target position; and fixing holes 5 are formed in at least four continuously adjacent track plates 4 on either side of the target position.
Any one side of the target position in the embodiments of the present application refers to one of two sides along the extending direction of the rail traffic.
Fixed orifices 5 run through track board 4 and mortar layer 6 and extend to supporting layer 3, and chemistry crab-bolt 60 sets up in fixed orifices 5 to effectively strengthen the joint strength between track board 4, mortar layer 6 and the supporting layer 3, improve the overall stability of track board 4, prevent to arch on the track board 4.
The chemical anchor 60 generally includes a dowel 61 and a coating 62 disposed on the outside of the dowel 61, the coating 62 being formed by curing an implant material.
The concrete bolt implanting method for rail transit comprises the following steps:
and S10, determining the target position.
It should be understood that, due to thermal expansion and cold contraction, the two ends of the continuous beam section have movable support positions and the adjacent simply supported beam section have large relative displacement, so that additional force can be caused to the laid track slab 4 along the extension direction of the track traffic, and the track slab 4 at the position is pressed to arch; therefore, the target position can be a girder seam position of the junction of the simply supported girder section and the continuous girder section;
in addition, when the span of the continuous beam section is large, the middle part of the beam body 2 between two adjacent abutments 1 downwards generates bending moment, and at the pier top position of the abutments 1, the track slabs 4 on the abutments 1 form an upper arch due to the negative bending moment generated at the end part by the coordinated deformation of the beam body 2; thus, the target position may be the central position of the abutment 1 corresponding to the continuous beam section.
It should be understood that the central position of the abutment 1 corresponding to the continuous beam section and the position of the girder seam at the boundary between the simply supported beam section and the continuous beam section are relatively weak sections, and the rail plate 4 is prone to upward arch deformation. In the same rail transit, the rail plate 4 may be deformed by arching at the center of the abutment 1 of the continuous beam section, the rail plate 4 may be deformed by arching at the girder seam between the simply-supported beam section and the continuous beam section, and the rail plate 4 may be deformed by arching at both positions, and this embodiment can be used to solve the problem of the deformation of the rail plate 4 by arching.
S20, drilling fixing holes 5 on the adjacent four track plates 4 on either side of the target position.
The number of the fixing holes 5 on the track plate 4 close to the target position is greater than or equal to the number of the fixing holes 5 on the track plate 4 far away from the target position; the number of the fixing holes 5 on the track plate 4 is gradually reduced along with the distance between the track plate 4 and the target position, and the track plate 4 is effectively prevented from being arched upwards.
According to different target positions, 8-point bolt implanting, 6-point bolt implanting or 4-point bolt implanting is carried out on the four track plates 4 on either side of the target positions, and corresponding to the step, a corresponding number of fixing holes 5 are drilled for implanting anchor bolts in the subsequent steps.
As shown in fig. 1 to 7, the fixing holes 5 are generally symmetrical to ensure uniform stress on both sides of the track plate 4. That is, the two ends of the track plate 4 along the extension direction of the track traffic are provided with an equal number of fixing holes 5, and the fixing holes 5 at any end of the track plate 4 should be symmetrically distributed relative to the central axis along the extension direction of the track traffic; specifically, at one end of the track plate 4, the fixing hole 5 may be set to be C, which is 205 ± 5mm from a central axis of the track plate 4 in the track traffic extending direction, and the fixing hole 5 may be set to be D, which is 166.6 ± 5mm from the shoulder 41 on the track plate 4.
Specifically, there are a plurality of fixing holes 5 at one end of the track slab 4, for example, the number of fixing holes 5 at one end is 4, the fixing holes 5 may be two rows, and form two rows, the distance between the first row and one end edge of the track slab 4 is set to E, E is 300 ± 5mm, the distance between two adjacent rows may be F, and F is 650 ± 5mm, and the distance may also be adjusted according to the site construction conditions.
For the fixed holes 5 at one end of the track plate 4, a single fixed hole 5 is left in a row, for example, the fixed holes 5 at one end are 3, two fixed holes 5 are in a row, the distance between the fixed holes and the edge of one end of the track plate 4 is set to be 300 +/-5 mm, the rest fixed holes 5 are in a row, the distance between two adjacent rows can be 395 +/-5 mm, and the distance can be properly adjusted according to the field construction condition; it should be noted that the fixing holes 5, which are arranged in a single row, should be arranged on the central axis along the extension of the rail traffic to ensure a symmetrical distribution.
The advantage that above so set up is for standard track board 4, and the length and width is all certain, and standard width is 2550mm, and standard thickness is 200mm, and standard length is 6450mm, and fixed orifices 5 can directly refer to and punch, simplifies on-the-spot constructor's design process, simplifies the flow.
In addition, in the process of drilling the fixed hole 5, vibration-free drilling equipment and a special drill bit are adopted for drilling, the drilling position and the drilling depth must be strictly controlled during drilling, and impurities in the fixed hole 5 are immediately removed after drilling so as to ensure cleanness and dryness in the hole.
As shown in FIG. 2, the fixing holes 5 should be perpendicular to the track plate 4, and it is usually required that the center line of the fixing holes 5 has an angle A of 85 DEG-95 DEG with the plate surface of the track plate 4 to ensure the fixing effect after the anchor bolt is formed.
S30, pouring the implant glue material into the fixing holes 5 to form the wrapping layer 62. The bolt-embedding material needs to be a chemical adhesive adapted to the properties of the cracked concrete, for example, the wrapping layer 62 can be an epoxy layer. The bolt embedding material should meet the relevant requirements of the specification on post-anchoring in cracked concrete, and can ensure the effective work of the anchor bolt under the condition that the track plate 4 or the supporting layer 3 cracks. After the suppository implanting is finished and the suppository implanting glue is completely cured, the subsequent engineering construction can be carried out. In order to ensure the performance of the implant material, the step should be carried out under the ambient temperature condition of 20-30 ℃.
S40, implanting the pin 61 in the fixing hole 5 to match with the implanting adhesive material to form a chemical anchor 60; thereby, the chemical anchor bolts 60 are reasonably arranged at the weak sections, so that the track plate 4, the mortar layer 6 and the supporting layer 3 are fixed, and finally the track plate 4 is prevented from being deformed in an upward arch manner. In order to ensure the performance of the implant material, the step should be carried out under the ambient temperature condition of 20-30 ℃.
According to the rail transit, the target position is determined through effective analysis; and drilling a fixing hole on the track slab on any side of the target position, thereby respectively implanting a chemical anchor bolt 60 at the target position of the track slab corresponding to the weak section, effectively strengthening the connection among the track slab 4, the mortar layer 6 and the supporting layer 3, improving the overall stability of the track slab, and finally controlling the upward arching deformation of the track slab.
In the prior art, a method for treating an upper arch of a longitudinal connecting plate type track structure usually adopts some specially-made limiting buckling devices to limit the deformation of a track plate. However, the buckling and pressing device of the track slab influences the overall aesthetic property of the track structure, is easily limited by site construction conditions and sites, and often has local stress concentration, so that the local damage of the track slab is easily caused, and secondary diseases occur; in addition, because stop device exposes in the atmosphere, it is great to receive weather like the influence of rainwater, high temperature etc. to have the not enough scheduling problem of durability, can not be fine satisfies the user demand. Compared with the buckling device in the prior art, the buckling device has the advantages that due to the fact that the buckling device is tightly combined with rail transit, the exposed part is small, attractive and elegant appearance is achieved, construction with rails is firstly achieved, limitation of site construction conditions and places is small, stress can be effectively dispersed due to reasonable design, the service life is prolonged, and the using requirements can be well met.
Specific examples are provided below
In the first embodiment, as shown in fig. 1 to 3 and fig. 5 to 7;
and determining a target position, wherein the target position is a girder seam position of a junction of the simply supported girder section and the continuous girder section.
Eight fixing holes 5 are symmetrically formed on a first track plate 4a adjacent to the target position in each of the four track plates 4 on either side of the target position; the eight reinforcing steel bar heads reserved during the building construction of the track plate 4 are used as fixing points, and the chemical anchor bolts 60 are implanted by matching with the eight fixing holes 5 on the first track plate 4 a.
Eight fixing holes 5 are symmetrically formed in the second track plate 4b adjacent to the first track plate 4 a.
Six fixing holes 5 are symmetrically formed in a third track plate 4c adjacent to the second track plate 4b, wherein the third track plate 4c is connected in sequence with one end of the second track plate 4b away from the target position.
Four fixing holes 5 are symmetrically drilled in a fourth track plate 4d adjacent to the third track plate 4c, wherein the fourth track plate 4d is sequentially connected with one end of the third track plate 4c far away from the target position.
The fixing holes 5 penetrate the track plate 4 and the mortar layer 6 and extend to the support layer 3, and chemical anchors 60 are implanted in the fixing holes 5 to ensure gradual transition from a target location, which is a relatively weak section, to other sections, effectively preventing the track plate 4 from arching.
The method specifically comprises the following steps:
and S10, determining a target position, wherein the target position is a large beam seam position of the junction of the simply supported beam section and the continuous beam section.
S21, eight fixing holes 5 are symmetrically drilled in the first track plate 4a adjacent to the target position in each of the four track plates 4 on either side of the target position.
S22, eight fixing holes 5 are symmetrically drilled in the second track plate 4b adjacent to the first track plate 4 a.
S23, six fixing holes 5 are symmetrically drilled in the third track plate 4c adjacent to the second track plate 4 b.
S24, four fixing holes 5 are symmetrically drilled in the fourth track plate 4d adjacent to the third track plate 4 c.
The steps S21-S24 can reasonably adjust the sequence as required; it will be appreciated that the fourth track plate 4d, the third track plate 4c, the second track plate 4b and the first track plate 4a on either side of the target position are referred to in turn, but only for clarity of the relative positions, the four track plates 4 are in fact present and clearly positioned, so that the reference does not constitute a requirement that the fixing holes 5 must be drilled in the first track plate 4a before the second track plate 4b can be drilled. Drilling the fixed holes 5 on any track plate 4 does not have a causal relationship, and may be to drill four fixed holes 5 on a fourth track plate 4d first and then eight fixed holes 5 on a first track plate 4a, or may be to drill a fourth track plate 4d on one side of the target position first and then drill a fourth track plate 4d on the other side of the target position, as long as it is ensured that a suitable number of fixed holes 5 are drilled in the total of eight track plates 4 on both sides of the target position.
And S30, pouring the implant bolt glue material into the fixing hole 5.
S40, implanting the pins 61 in the fixation holes 5 to cooperate with the implant material to form the chemical anchors 60.
Embodiment two, as shown in fig. 1, fig. 2, fig. 4, fig. 6 and fig. 7,
the target position is the central position of the abutment 1 of the continuous beam section.
Six fixing holes 5 are symmetrically formed in a first track plate 4a adjacent to the target position among the four track plates 4 on either side of the target position.
Six fixing holes 5 are symmetrically formed in the second track plate 4b adjacent to the first track plate 4 a.
Four fixing holes 5 are symmetrically formed in a third track plate 4c adjacent to the second track plate 4b, wherein the third track plate 4c and one end of the second track plate 4b away from the target position are sequentially connected.
Four fixing holes 5 are symmetrically formed in a fourth track plate 4d adjacent to the third track plate 4c, wherein the fourth track plate 4d is sequentially connected with one end of the third track plate 4c away from the target position.
The method specifically comprises the following steps:
and S10, determining a target position, wherein the target position is the central position of the abutment 1 of the continuous beam section.
S25, six fixing holes 5 are symmetrically drilled in the first track plate 4a adjacent to the target position among the four track plates 4 on either side of the target position.
S26, six fixing holes 5 are symmetrically drilled in the second track plate 4b adjacent to the first track plate 4 a.
S27, four fixing holes 5 are symmetrically drilled in the third track plate 4c adjacent to the second track plate 4 b.
S28, four fixing holes 5 are symmetrically drilled in the fourth track plate 4d adjacent to the third track plate 4 c.
Similarly, the sequence of steps S25-S28 can be adjusted as required, and will not be described herein.
And S30, pouring the implant bolt glue material into the fixing hole 5.
S40, implanting the pins 61 in the fixation holes 5 to cooperate with the implant material to form the chemical anchors 60.
In one possible embodiment, as shown in fig. 1 and 4, four fixing holes 5 are symmetrically formed on N track plates 4 sequentially connected to one end of the fourth track plate 4d away from the target position, respectively, where N is greater than or equal to 1, so as to facilitate the implantation of chemical anchors 60 to further improve the prevention of the upwarp deformation in the case of a long span of the continuous beam section.
Specifically, the chemical anchor bolt 60 is appropriately implanted in the middle of the girder 2 between two adjacent abutments 1, so that the middle of the girder 2 is effectively prevented from generating a downward bending moment, and the rail plate 4 corresponding to a target position on the abutment 1 is effectively prevented from arching upward.
N can be properly valued to be 1-4 unequal according to the span of the continuous beam section; generally, the distance between the center positions of two adjacent abutments 1 of a continuous beam section is L;
when L is more than or equal to 40m and less than 70m, N is 1;
when L is more than or equal to 70m and less than 100m, N is 2;
when L is more than or equal to 100m and less than 200m, N is 3;
when L is less than or equal to 200m, N is 4.
It should be noted that theoretically, the center of the pier 1 is located at the lap joint of the two track plates 4, but in actual construction, due to various errors, the center of the pier 1 is located at one track plate 4, and at this time, which side the pier is divided into should be determined according to the relative lengths of the two sides of the track plate 4, but the total number of the track plates 4 for bolt implantation is kept unchanged, and 8+2N track plates are taken as well.
In one possible embodiment, the track plate 4 and the supporting layer 3 comprise steel bars, and the fixing holes 5 are arranged in a staggered manner with respect to the steel bars. Before drilling the fixing hole 5, the detection equipment can be used for detecting the reinforcing steel bars of the track plate 4 and the supporting layer 3; the detection device may be a radar or a metal detector. The fixed holes 5 and the reinforcing steel bars are staggered and avoided, so that the problem of structural rigidity caused by the fact that the reinforcing steel bars of the track board 4 and the supporting layer 3 are broken when the fixed holes 5 are drilled can be avoided.
In a possible embodiment, the pins 61 are made of a high-strength and high-fatigue-resistance alloy steel, which may be a carbon alloy, for example, and have sufficient shear and pull resistance and ensure fatigue life of the anchoring structure under fatigue loading. The surface of the pin 61 is treated by a powder zinc impregnation anti-corrosion process, so that the service life is prolonged.
As shown in FIG. 2, the pin 61 has a diameter of 27 + -10 mm and a length of 350 + -10 mm, and correspondingly, the fixing hole 5 has a diameter of 32 + -10 mm and a depth of 400+ -10 mm; wherein the pin 61 is typically located 150mm in the track plate 4, 30mm in the mortar layer, 170mm in the support layer, within a tolerance of ± 10mm to ensure the insertion of the pin 61 into position. Furthermore, the pin 61 comprises an upper section 61a corresponding to the track plate 4, a middle section 61b corresponding to the mortar layer 6 and a lower section 61c corresponding to the supporting layer 3; from this, it can be theoretically obtained that the length of the lower section 61c is 170mm, the length of the middle section 61b is 30mm, and the length of the upper section 61a is 150 mm.
Of course, because of construction errors in the field, the loft size of each track slab 4 needs to be measured and determined in the field before bolting, and for sections with a thickness of the mortar layer 6 greater than 30mm, the lengths of the fixing holes 5 and the pins 61 should be added with the actual mortar layer thickness and then subtracted by 30mm theoretically. Specifically, if the thickness of the mortar layer 6 is 50, the theoretical depth of the fixing hole 5 is 400mm, and the actual drilling depth is 400+ 50-30-420 mm.
In a possible embodiment, as shown in fig. 2, concave-convex lines 61d are formed on the surface of the upper section 61a and/or the lower section 61c to enhance the friction force, so as to ensure that the pin 61 can form a strong bond with the fixing hole 5 through the wrapping layer 62; however, the mortar layer 6 corresponding to the middle section 61b is just at the boundary position between the track plate 4 and the supporting layer 3, and has a large shearing stress, and the middle section 61b is configured as a smooth cylinder to ensure a good shearing resistance of the pin 61.
In addition, the pin 61 includes a centering ring (not shown) disposed at the bottom end of the lower section 61c remote from the upper section 61a to ensure that the embolic material is evenly distributed between the pin 61 and the walls of the fixation hole 5 during implantation of the pin 61 to provide a reliable adhesive force.
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 (14)
1. A rail transit is characterized in that: the concrete beam comprises a simply-supported beam section, a continuous beam section, a plurality of abutments and a plurality of chemical anchor bolts, wherein the simply-supported beam section and the continuous beam section respectively comprise a beam body laid on the abutments, a supporting layer laid on the beam body, a plurality of track plates connected in sequence and a mortar layer bonded between the supporting layer and the track plates;
the girder seam position of the boundary of the simply supported girder section and the continuous girder section and/or the central position of the abutment corresponding to the continuous girder section are/is a target position;
fixing holes are formed in at least four adjacent track plates on any side of the target position, penetrate through the track plates and the mortar layer and extend to the supporting layer;
the chemical anchor is disposed in the fixation hole.
2. The rail transit according to claim 1, wherein the number of fixing holes on the rail plate near the target position is greater than or equal to the number of fixing holes on the rail plate far from the target position.
3. The rail transit of claim 1, wherein the target position is a large beam seam position where the simply supported beam section interfaces with the continuous beam section;
eight fixing holes are symmetrically formed in the first track plate adjacent to the target position in the four continuous track plates on either side of the target position; eight fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; six fixing holes are symmetrically formed in a third track plate adjacent to the second track plate; and a fourth track plate adjacent to the third track plate is symmetrically provided with four fixing holes.
4. The rail transit of claim 1, wherein the target position is a central position of the abutments of the continuous beam sections;
six fixing holes are symmetrically formed in a first track plate adjacent to the target position in four continuous track plates on either side of the target position; six fixing holes are symmetrically formed in a second track plate adjacent to the first track plate; four fixing holes are symmetrically formed in a third track plate adjacent to the second track plate; and four fixing holes are symmetrically formed in the fourth track plate adjacent to the third track plate.
5. The rail transit according to claim 4, wherein four fixing holes are symmetrically formed on N rail plates sequentially connected with one end of a fourth rail plate far away from the target position, and N is greater than or equal to 1.
6. The rail transit according to claim 5, wherein the distance between the central positions of two adjacent abutments of the continuous beam section is L;
when L is more than or equal to 40m and less than 70m, N is 1;
when L is more than or equal to 70m and less than 100m, N is 2;
when L is more than or equal to 100m and less than 200m, N is 3;
when L is less than or equal to 200m, N is 4.
7. The embolus implanting method of any of claims 1 to 6, wherein the fixing hole is 205 ± 5mm from a central axis of the track plate in a track traffic extending direction;
and/or the distance between the fixing hole and the blocking shoulder on the track plate is 166.6 +/-5 mm.
8. The rail transit according to any one of claims 1 to 5, wherein the center line of the fixing hole is at an angle A of 85 ° ≦ A ≦ 95 ° with respect to the plate surface of the rail plate.
9. Rail transit according to any one of claims 1 to 5,
the track plate reaches the supporting layer includes the reinforcing bar, the fixed orifices with the reinforcing bar staggers the arrangement.
10. The rail transit of claim 1, wherein the chemical anchor comprises a dowel and a wrapping layer wrapped around the outside of the dowel.
11. The rail transit according to claim 10, wherein the pin is made of carbon alloy, and the surface of the pin is treated by a powder zinc impregnation anticorrosion process;
and/or the wrapping layer is an epoxy resin layer.
12. The rail transit according to claim 10, wherein the pin has a diameter Φ 27 ± 10mm and a length 350 ± 10 mm.
13. The rail transit according to claim 10, wherein the pin comprises an upper section corresponding to the rail plate, a middle section corresponding to the mortar layer, and a lower section corresponding to the supporting layer, the middle section is a smooth cylinder, and the surface of the upper section and/or the lower section is formed with concave-convex lines.
14. The rail transit of claim 13, wherein the pin includes a centering ring disposed at a bottom end of the lower section distal from the upper section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010125262.6A CN111287028A (en) | 2020-02-27 | 2020-02-27 | Rail transit |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010125262.6A CN111287028A (en) | 2020-02-27 | 2020-02-27 | Rail transit |
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| CN111287028A true CN111287028A (en) | 2020-06-16 |
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| DE19620731A1 (en) * | 1996-05-23 | 1997-11-27 | Strabag Hoch Und Ingenieurbau | Rigid track for rail vehicles across bridges |
| EP1310596A1 (en) * | 2001-11-07 | 2003-05-14 | Alstom | Ballastless railway construction method and tie plate for carrying out the method |
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Application publication date: 20200616 |