CN115491932A

CN115491932A - Multi-layer composite vibration reduction track structure for urban rail transit engineering and construction method

Info

Publication number: CN115491932A
Application number: CN202211165873.9A
Authority: CN
Inventors: 王会乾; 刘福建; 徐艳红; 张朝明; 李伟; 张睿航; 徐梓豪; 张彦飞
Original assignee: China Construction Industrial and Energy Engineering Group Co Ltd
Current assignee: China Construction Industrial and Energy Engineering Group Co Ltd
Priority date: 2022-09-23
Filing date: 2022-09-23
Publication date: 2022-12-20

Abstract

The invention provides a multi-layer composite type damping track structure for urban rail transit engineering and a construction method thereof. This track structure adopts damping fastener and multilayer damping material complex to form, compares former single damping measure and damping adjustment layer, and the damping noise reduction effect is more excellent, and structural security is high, and cost economy is reasonable, and the circuit precision is high, and the construction is swift, and operation easy maintenance has better popularization and application and worth in the field of making an uproar falls in urban rail transit engineering damping.

Description

Multi-layer composite vibration reduction track structure for urban rail transit engineering and construction method

Technical Field

The invention belongs to the technical field of vibration and noise reduction of urban rail transit engineering, and particularly relates to a multi-layer composite vibration reduction rail structure and a construction method of the urban rail transit engineering.

Background

Along with the rapid growth of economy in China, the urbanization rate is improved year by year, urban population is increased rapidly, urban rail transit has the advantages of safety, rapidness, environmental protection, punctual energy conservation, large transportation volume and the like, and is rapidly developed in recent decades in China, so that the problem of traffic congestion in densely populated urban areas is relieved to a certain extent, and meanwhile, the influence of vibration noise on the surrounding environment is caused. In the running process of a train, vibration and noise pollution are caused to the surrounding environment due to vibration of different frequencies of structures of a wheel rail system, and the vibration and noise pollution is particularly obvious at an overhead line; the wheel-rail vibration is transmitted to a building through a rail structure, a track bed, a viaduct and a foundation, the low-frequency vibration of a floor slab is excited through the coupling amplification of the building structure, and the low-frequency component which is not attenuated in a vibration source is excited to generate solid noise through walls and a bottom plate, so that the daily life of people is influenced finally. Therefore, vibration reduction measures need to be taken for the viaduct, on one hand, a sound barrier is arranged on the viaduct, additional attenuation is carried out on sound wave propagation, and the influence on the life of residential areas is weakened; on the other hand, vibration reduction measures are taken for the overhead line track structure, and the vibration sound source is reduced fundamentally.

The existing vibration reduction track structure generally adopts fastener vibration reduction or ballast vibration reduction, the fastener vibration reduction can only achieve the vibration reduction effect below 5dB, and a higher vibration reduction effect is needed for sensitive building groups or office areas; the track bed vibration reduction mode generally adopts a steel spring track bed or a rubber vibration isolation cushion track bed type, however, the steel spring cast-in-place track bed plate has heavier mass, slow construction progress, expensive steel spring vibration reduction material cost and high operation and maintenance cost, the independent vibration reduction effect of the rubber vibration isolation cushion track bed can only reach 10-15 dB, and the requirement of higher-level vibration reduction can not be met. Therefore, in order to realize better vibration reduction effect, the invention researches a multilayer composite vibration reduction track structure with moderate cost aiming at the overhead line, and the vibration reduction effect can reach more than 15 dB.

Disclosure of Invention

Aiming at the defects in the prior art, the invention provides a multi-layer composite type damping track structure for urban rail transit engineering and a construction method thereof.

The present invention achieves the above technical objects by the following technical means.

The utility model provides an urban rail transit engineering multilayer combined type damping track structure, including pouring the concrete basal layer on the simply supported beam roof beam face, be provided with self-leveling mortar on the concrete basal layer and fill the bag layer, self-leveling mortar fills the bag layer upper berth and is equipped with the one deck and keeps apart the thin layer, it lays the track board on the thin layer to keep apart, and the lower surface paste of track board has the elasticity damping bed course, the rail passes through harmonious formula damping fastener and installs on the rail bearing platform of track board upper surface, link together through connection structure between the track board, track board tip and bight all are provided with limit structure.

Furthermore, the limiting structure comprises a longitudinal limiting boss and a transverse limiting boss, grooves are formed in the four corners, the two end parts and the middle part of each track plate, adjacent track plates are spliced together to form a cavity, the longitudinal limiting boss is poured in the groove between the track plates at the beam joint of the simply supported beam, and the transverse limiting boss is poured between the corner parts of the track plates; all be provided with rubber materials around vertical spacing boss and the horizontal spacing boss and regard as spacing backing plate, the drain pipe has all been buried underground to the lower part.

Further, the elastic damping cushion layer adopts static rigidity of 0.01～0.03N/mm ³ The rubber base plate is adhered to the lower surface of the track plate in a strip shape, and the thickness of the rubber base plate is 30mm; the thickness of the self-leveling mortar filling bag layer is 30mm, the length and the width of the self-leveling mortar filling bag layer are the same as those of the elastic damping cushion layer, the mortar filled in the filling bag is high-elasticity-modulus mortar, and the elastic modulus is not lower than 7000Mpa; the thickness of the isolation film layer is 0.5mm, and a non-woven fabric is pasted on one side; the concrete foundation layer is of a C40 reinforced concrete unit structure, expansion joints of 70mm are arranged at intervals of 5m and are aligned with the rail slab joints, and the expansion joints are used for transverse drainage.

Furthermore, the side surface of the track slab is provided with a pre-buried hoisting hole for hoisting and installing the three-way regulator.

And furthermore, ditch cover plates are paved at the end parts of the track plates and the grooves in the middle parts of the simply supported beam.

A construction method of the multi-layer composite vibration damping track structure of the urban rail transit engineering comprises the following steps:

step 1: cleaning the beam surface of the simply supported beam, watering and wetting, and measuring and setting out;

and 2, step: constructing a concrete foundation layer on the beam surface of the simply supported beam;

and 3, step 3: laying a filling bag and an isolation film layer on the concrete base layer, and sticking an elastic damping cushion layer on the lower surface of the track slab;

and 4, step 4: preliminarily paving a track slab;

and 5: performing fine adjustment on the track slab by using a total station and a three-way regulator;

step 6: filling the filling bag;

and 7: connecting the track plates by using a connecting structure, and paving a ditch cover plate;

and 8: constructing a limiting structure at the end part and the corner part of the track slab;

and step 9: and (4) comprehensively checking the quality of the constructed track slab, and mounting the steel rail on a rail bearing platform on the upper surface of the track slab through a tuning type vibration damping fastener after the quality is checked to be qualified.

Further, the specific process of step 3 is as follows:

step 3.1: according to the principle that two filling bags are paved on the installation position of each track slab in a partition mode, the filling bags are paved on the concrete base layer in a leveling mode, wherein the filling opening of the filling bag in the straight line section is reserved on the outer side, the filling opening of the filling bag in the curved line section is reserved on the lower side of the curve, and it is guaranteed that the filling bags can be filled with subsequent concrete;

step 3.2: laying an isolation film layer as an isolation film layer on the filling bag to avoid polluting an elastic damping cushion layer when concrete is filled into the filling bag subsequently;

step 3.2: and flatly sticking the elastic vibration damping pad to the bottom of the track slab at a track laying base to form an elastic vibration damping pad layer and ensure that the nail column of the elastic vibration damping pad faces the bottom of the track slab.

Further, the specific process of step 5 is as follows:

step 5.1: installing three-way regulators at the side edges of the track slabs, wherein 4 three-way regulators are installed on one track slab, a skid is placed below each three-way regulator, an elevation adjusting bolt of each three-way regulator is adjusted to the lowest position, and a front adjusting bolt, a rear adjusting bolt, a left adjusting bolt and a right adjusting bolt are adjusted to the middle positions;

step 5.2: installing measuring mark frames in second row rail bearing platform bolt holes at two end parts of the rail plate, installing special prisms matched with the total station on the measuring mark frames, and installing 4 special prisms on each rail plate;

2 special prisms are arranged in bolt holes of a second row of rail bearing platforms (10) of the end part of the previous track slab which is finely adjusted and is adjacent to the track slab which is finely adjusted, and are used for lap joint measurement;

step 5.3: the total station is adopted for setting and orienting, so that the setting position of the total station is ensured to be set at a stable position, a hoisting and transporting area is avoided, the setting error and requirement meet the requirement of measuring precision, and the position meets the requirement of measuring distance of the track slab;

step 5.4: installing track slab fine tuning software by using a special notebook computer, and realizing data interconnection with a total station; starting measurement after data interconnection is finished, clicking a measurement key on a software interface, aligning a total station with 4 special prisms on a track slab to be finely adjusted in sequence, exchanging data, and displaying adjustment amount on software; then, according to the software display adjustment amount, manual operation is conducted to conduct first fine adjustment of front and back, left and right and elevation of the track slab through the three-way adjuster, the four corners of the track slab are guaranteed to be in step in the fine adjustment process, and damage to corners of the buried holes on the single side due to the fact that the stress on the single side is too large is avoided;

and after the first fine adjustment is finished, selecting a corresponding measuring key through a software interface to continue to perform detail fine adjustment for multiple times, clicking a complete measuring key to measure 6 point bit data again after the detail fine adjustment is finished, finishing the fine adjustment when the error of each point is within 1mm, storing a complete result, and otherwise, restarting the fine adjustment until the requirement is met.

Further, the specific process of step 6 is as follows:

step 6.1: after the track slab is finely adjusted, the fine adjusting tool is detached, the positions of the elastic vibration damping cushion layer and the filling bag are adjusted according to the position of the finely adjusted track slab, and the vibration damping cushion and the filling bag are prevented from being folded in the adjusting process;

step 6.2: performing a mortar performance test, pouring the qualified mortar into a pouring bag, keeping a special stirring device to stir continuously in the pouring process to ensure that the self-leveling mortar has better fluidity, pouring the mortar from a low point at the inner side of a curve in the curve section, and finishing pouring of the pouring bag below the single track plate at one time in a slow-fast-slow mode during pouring, wherein the pouring time of the pouring bag below the single track plate is controlled to be 10-15 min;

in the pouring process, the control valve of the pouring hopper is controlled to ensure that mortar in the hopper is not interrupted, the mortar is continuously filled into the pouring bag at one time, bubbles cannot be clamped, the funnel does not have a vortex shape, and air is prevented from being drawn into the bottom of the track slab; the initial perfusion flow rate is controlled at 20L/min, and when the perfusion is half, the perfusion flow rate is controlled at 10L/min, so that air is exhausted;

in the process of pouring, the static position of the self-leveling mortar is observed in real time, when the full height of a pouring bag is close to the bottom of a track slab, a pouring hopper valve is closed, the height of the side surface of the track slab is confirmed, the bottom of the track slab is ensured to be full, meanwhile, the change condition of a dial indicator arranged on the track slab is observed, the floating amount of the track slab is ensured to be controlled within 2mm, and the uneven floating of different track slab blocks is controlled within 1 mm;

step 6.3: after the self-leveling mortar is poured, the pouring opening on the pouring bag is bound and sealed and is arranged at 45 degrees, so that the upward raised bulge can be formed after the mortar is formed, the elastic damping cushion layer is limited, and the elastic damping cushion layer is prevented from generating transverse displacement.

Further, the specific process of step 8 is as follows:

step 8.1: performing chiseling treatment on the beam surface of the simply supported beam at the construction position of the limiting structure, cleaning floating slurry, and sprinkling water for moistening;

step 8.2: carrying out bar planting according to a design drawing;

step 8.3: processing and installing reinforcing steel bars, arranging a buffer rubber material, pouring longitudinal limiting bosses between the track plates positioned at the beam joints of the simply supported beams, and pouring transverse limiting bosses between the corner parts of the track plates;

step 8.4: and maintaining the longitudinal limiting boss and the transverse limiting boss.

The invention has the following beneficial effects:

the invention adopts the mode of combining the resonant vibration-damping fastener and the multi-layer elastic vibration-damping material, compared with a single vibration-damping layer, the vibration-damping effect is greatly improved, the vibration-damping quantity can reach 15-20 dB, and the same vibration-damping effect as that of a steel spring floating plate can be achieved, but the manufacturing cost is greatly reduced compared with that of the steel spring floating plate, and the market popularization prospect is better. The track structure of the invention has flexible height, can be applied to shield intervals, rectangular stations and overhead lines, and has wider applicability compared with a steel spring floating slab.

The invention adopts the prefabricated track plate structure, realizes factory standardized production and on-site assembly construction, improves the level of mechanized operation, reduces the labor intensity, reduces the on-site wet operation amount, improves the construction efficiency, effectively reduces the energy consumption and the environmental pollution, and realizes low-carbon construction.

Compared with the traditional basic standard fine adjustment mode, the digital fine adjustment mode of matching the freely-set station control network with the total station is adopted, so that the fine adjustment efficiency and precision are improved to a greater extent, the smoothness of a line is improved, and the vibration noise environmental pollution in the operation period is effectively reduced. According to the invention, the elastic damping pad material and the self-leveling mortar material are isolated by adopting the isolation film material, and the hoisting holes are embedded in the side of the track plate, so that the elastic damping pad can be maintained and replaced, the service life of the structure is prolonged, and the operation and maintenance cost is reduced.

Drawings

FIG. 1 is a schematic plan view of a multi-layer composite damping track structure;

FIG. 2 is a schematic side view of a multi-layer composite damping track structure;

FIG. 3 is a schematic view of the laying of multiple layers of damping material;

FIG. 4 is a schematic view of a three-way regulator arrangement;

FIG. 5 is a schematic diagram of a location arrangement of dedicated prism points;

FIG. 6 is a flow chart of the construction of the multi-layer composite damping track structure.

In the figure: 1-a track slab; 2-simply supporting the beam; 3-a concrete foundation layer; 4-filling a bag layer with self-leveling mortar; 5-an elastic damping cushion layer; 6-longitudinal limiting boss; 7-transverse limiting boss; 8-a linking structure; 9-ditch cover plate; 10-a rail bearing platform; 11-tuned damping fasteners; 12-a steel rail; 13-a three-way regulator; 14-skid; 15-first dedicated prism point location; 16-second dedicated prism point location; 17-third dedicated prism point location; 18-fourth dedicated prism point location; 19-fifth dedicated prism point location; 20-sixth dedicated prism point location.

Detailed Description

The invention will be further described with reference to the following figures and specific examples, but the scope of the invention is not limited thereto.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "lateral", "longitudinal", and the like indicate orientations or positional relationships based on those shown in the drawings, and are for convenience of description of the present invention only and are not to be construed as limiting the present invention; the terms "mounted," "connected," "fixed," and the like are to be construed broadly and may include, for example, fixed connections, removable connections, or integral connections, direct connections, indirect connections through intervening media, and communication between two elements; the specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

The track structure in the actual engineering is long, and is formed by assembling a plurality of track units and simply supported beams, and comprises a straight line section and a curve section, and the scheme is preferably described by taking a local track structure as an example in the embodiment.

As shown in fig. 1, 2 and 3, the multilayer composite vibration damping track structure for urban rail transit engineering comprises a track slab 1 and a simply supported beam 2, wherein a concrete foundation layer 3 is poured on the beam surface of the simply supported beam 2, a self-leveling mortar filling bag layer 4 is arranged on the concrete foundation layer 3, and an isolation film layer is paved on the self-leveling mortar filling bag layer 4. Two rows of rail bearing platforms 10 are integrally arranged on the track plate 1, bolt holes are formed in the rail bearing platforms 10, and the steel rail 12 is installed on the rail bearing platforms 10 on the upper surface of the track plate 1 through tuned vibration-damping fasteners 11; the elastic damping cushion layer 5 is adhered to the lower surface of the track plate 1, the damping cushion nail column is ensured to face the bottom of the track plate 1, and the track plate 1 adhered with the elastic damping cushion layer 5 is laid on the isolation film layer.

As shown in fig. 1, 2 and 3, grooves are respectively arranged at four corners, two ends and the middle part of each track slab 1, and adjacent track slabs 1 are spliced together to form a cavity; the track slab comprises a simply supported beam 2, track slabs 1, transverse limiting bosses 7 and beam surface embedded steel bars, wherein the longitudinal limiting bosses 6 are poured between the track slabs 1 at beam joints of the simply supported beam 2 and used for preventing the track slabs 1 from longitudinally displacing, the transverse limiting bosses 7 are poured between corners of the track slabs 1 and used for preventing the track slabs 1 from transversely displacing, and the limiting bosses are connected with one another through the beam surface embedded steel bars; the track plates 1 in the simply supported beam 2 are connected together through a connecting structure 8, the connecting structure 8 is preferably a steel plate, and the steel plate is fixed on the inner wall of the track plate 1 through bolts; the groove of 1 tip of track board and middle part in the 2 roof beams of simply supported beam still installs the band steel through the bolt, and ditch apron 9 is laid on the band steel, covers the cavity. Rubber materials are arranged around the longitudinal limiting boss 6 and the transverse limiting boss 7 to serve as limiting cushion plates to play a role in buffering, and drain pipes with the diameter of 60mm are buried in the lower portion of the limiting bosses.

The steel rail 12 adopts a 60N steel rail with a new profile, so that the contact relation of the wheel and the rail can be effectively improved, the fat edges, the stripping and the block falling and the damage of the steel rail 12 at the rail distance angle part are reduced, the polishing workload is greatly reduced, and the aims of forming the conformal contact of the wheel and the rail and having the appropriate equivalent taper when the wheel rim is attached to the steel rail 12 and the wheel contact belt is centered on a straight line and the wheel rim is attached to a curved line are fulfilled. The static stiffness of the tuned vibration damping fastener 11 is controlled to be 5-20KN/mm.

The track slab 1 adopts one-way pretensioning method prestressed concrete frame plate structure, establishes the rail bearing platform 10 on the board, and the rail base slope sets up on the fastener, and the side of board sets up pre-buried hole for hoist, makes things convenient for track slab 1 installation fine tuning and elastic damping bed course 5's maintenance to change.

The elastic damping cushion layer 5 adopts static rigidity of 0.01-0.03N/mm ³ The rubber base plate is stuck to the lower surface of the track plate 1 in a strip shape, and the thickness of the rubber base plate is 30mm; the isolation film layer has certain toughness, and a non-woven fabric is pasted on one surface of the isolation film layer, so that the track slab 1 is effectively isolated from the substrate; the thickness of the self-leveling mortar pouring bag layer 4 is 30mm, the length and the width of the self-leveling mortar pouring bag layer are the same as those of the elastic damping cushion layer 5, the mortar poured into the pouring bag is high-elasticity-modulus mortar, and the elastic modulus is not lower than 7000Mpa; the concrete foundation layer 3 is a C40 reinforced concrete unit structure, expansion joints of 70mm are arranged at intervals of 5m and aligned with slab joints of the track slab 1, and the expansion joints are used for transverse drainage.

The construction method of the multi-layer composite type damping track structure of the urban rail transit engineering is shown in figure 6 and comprises the following steps:

step 1: cleaning and measuring a substrate and paying off;

cleaning a base of a track slab (namely a beam surface of the simply supported beam 2) before construction, and properly watering and wetting to ensure that a better adhesive force is formed between the subsequent concrete base layer 3 and the beam surface of the simply supported beam 2; then laying a free station control net, and measuring and setting a track slab base control line;

step 2: constructing a substrate;

firstly, arranging reinforcing steel bars according to a reinforcing steel bar block diagram of a substrate, wherein the arranging comprises transverse reinforcing steel bar binding and longitudinal reinforcing steel bar binding, and simultaneously performing working procedure treatment such as reinforcing steel bar labyrinth flow prevention and the like; mounting the substrate expansion joint module according to the substrate block diagram; finally, concrete is poured to form a concrete base layer 3;

and step 3: laying multiple layers of damping materials;

step 3.1: according to the principle that two filling bags are paved on the installation position of each track slab 1 in a partition mode, the filling bags are paved on the concrete base layer 3 in a leveling mode, wherein the filling opening of the filling bag in the straight line section is reserved on the outer side, the filling opening of the filling bag in the curved line section is reserved on the lower side of the curve, and it is guaranteed that the filling bags can be fully filled with follow-up concrete;

step 3.2: an isolation film with the thickness of 0.5mm is laid on the filling bag to serve as an isolation film layer, so that the elastic vibration damping cushion layer 5 is prevented from being polluted when concrete is filled into the filling bag subsequently, and the vibration damping cushion is convenient to adjust and arrange before mortar is filled;

step 3.2: flatly pasting the elastic vibration damping pad on the bottom of the track slab 1 at a track laying base to form an elastic vibration damping pad layer 5, and ensuring that a nail column of the elastic vibration damping pad faces the bottom of the track slab 1;

and 4, step 4: paving a track plate 1;

step 4.1: transporting the track slab 1 to a construction site from a track laying base, and paying attention to protect the track slab 1 from colliding and falling corners;

step 4.2: measuring and paying off on the track slab base, dividing the end line and the side lines of the two side slabs of the track slab 1, and then primarily laying the track slab 1;

and 5: fine adjustment of the track slab 1;

step 5.1: as shown in fig. 4, on the side of the track slab 1, a three-way adjuster 13 is installed through a pre-buried hole installation bolt, and it is ensured that 4 three-way adjusters 13 are installed on one track slab 1, a skid 14 is placed below each three-way adjuster 13, an elevation adjustment bolt of the three-way adjuster 13 is adjusted to the lowest position, and a front-back and left-right adjustment bolt are adjusted to the middle position;

step 5.2: installing measuring mark frames in bolt holes of a second row of rail bearing platforms 10 at two end parts of the track board 1, installing special prisms matched with the total station on the measuring mark frames, and installing 4 special prisms on each track board;

in this embodiment, the lap joint measurement with the previous track slab 1 that has been precisely adjusted is taken into consideration, so that 2 special prisms are required to be installed in the bolt holes of the second row of rail supporting platforms 10 adjacent to the end of the track slab 1 that is being precisely adjusted in the previous track slab 1 for the lap joint measurement, and thus 6 special prisms are required to be used for the precise adjustment of each track slab 1, and the installation points (the first special prism point 15, the second special prism point 16, the third special prism point 17, the fourth special prism point 18, the fifth special prism point 19, and the sixth special prism point 20) corresponding to the 6 special prisms are shown in fig. 5;

step 5.3: the total station is adopted for setting and orienting, so that the setting position of the total station is ensured to be set at a stable position, a hoisting and transporting area is avoided, the setting error and requirement meet the requirement of measuring precision, and the position meets the requirement of measuring distance of the track slab 1;

step 5.4: a special notebook is used for installing track slab fine adjustment software, data interconnection is achieved between the track slab fine adjustment software and a total station, data frames such as measuring elevation, longitudinal displacement measurement, transverse displacement measurement, lap joint measurement and lap joint measurement after station change of the total station corresponding to a measuring frame are displayed on a software interface, and a constructor can know the current position condition of the track slab 1 more intuitively;

starting measurement after data interconnection is finished, clicking a four-point measurement key, sequentially aligning a total station with 4 special prisms on the track slab 1 to be finely adjusted, exchanging data, and displaying adjustment amount on software; then, according to the software display adjustment quantity, the three-way regulator 13 is used for commanding the manual operation to carry out primary fine adjustment of the front, back, left, right and elevation of the track slab 1, the four corners of the track slab 1 are ensured to be in step adjustment in the fine adjustment process, and the damage of the corner of the single-side pre-buried hole due to the fact that the single side is stressed too much is avoided;

after the first fine adjustment is finished, selecting a corresponding measuring key through a software interface to continue to perform detail fine adjustment for multiple times, clicking a complete measuring key to measure 6 point bit data again after the detail fine adjustment is finished, finishing the fine adjustment when the error of each point is within 1mm, storing a complete result, and otherwise restarting the fine adjustment until the requirement is met; in this embodiment, preferably, the fine tuning process includes: after the first fine adjustment is finished, clicking each single-point measuring key on the software interface respectively, performing fine adjustment on 6 point positions respectively, then clicking a double-point measuring key on the software interface respectively, and performing fine adjustment again on two points;

step 6: filling and constructing a filling bag;

step 6.1: after the track slab 1 is finely adjusted, the fine adjusting tool is detached, the positions of the elastic vibration damping cushion layer 5 and the filling bag are adjusted according to the position of the finely adjusted track slab 1, and the vibration damping cushion and the filling bag are prevented from being wrinkled in the adjusting process;

step 6.2: performing a mortar performance test, and pouring the mortar into a pouring bag after each technical index of the mortar meets the requirements of design and related technical standards; in the pouring process, special stirring equipment is kept to stir continuously to ensure that the self-leveling mortar has better fluidity, pouring is carried out from the low point at the inner side of the curve in the curve section, a slow-fast-slow mode is preferably adopted during pouring, the pouring of the pouring bag below the single track plate is completed at one time, and the pouring time of the pouring bag below the single track plate is preferably controlled to be 10-15 min;

in the pouring process, the control valve of the pouring hopper is controlled to ensure that mortar in the hopper is not interrupted, the mortar is continuously filled into the pouring bag once, bubbles cannot be clamped, the funnel cannot be in a vortex shape, and air is prevented from being drawn into the bottom of the track slab; the initial perfusion flow rate is preferably controlled to be about 20L/min, when the perfusion flow rate is half, the perfusion flow rate is preferably controlled to be about 10L/min, so that air can be conveniently discharged;

in the process of pouring, the static position of the self-leveling mortar is observed in real time, when the pouring bag is full and the height of the pouring bag is close to the bottom of the track slab 1, a pouring hopper valve is closed, the height of the side surface of the track slab 1 is confirmed, the bottom of the track slab 1 is ensured to be fully poured, meanwhile, the change condition of a dial indicator arranged on the track slab 1 is observed, the floating amount of the track slab 1 is ensured to be controlled within 2mm, and the uneven floating of different track slab 1 plates is controlled within 1 mm;

step 6.3: after the self-leveling mortar is poured, the pouring opening on the pouring bag is bound and sealed and arranged at an angle of 45 degrees, so that an upward raised bulge can be formed after the mortar is formed, the bulge is used for limiting the elastic damping cushion layer 5, and the elastic damping cushion layer 5 is prevented from generating transverse displacement;

and 7: connecting the track plates 1; connecting the track plates 1 in the simply supported beam 2 together through a connecting structure 8, covering a ditch cover plate 9 above a cavity of the track plate 1, and paving the ditch cover plate 9 on flat steel on the inner wall of the track plate 1;

and 8: constructing a limiting boss;

step 8.1: chiseling the beam surface of the simply supported beam 2 at the construction position of the limit boss, cleaning floating slurry, and then sprinkling water for moistening;

step 8.2: carrying out bar planting according to a design drawing to ensure that the specification, the number and the uplift resistance of the planted bars meet the design requirements;

step 8.3: processing and installing reinforcing steel bars, arranging a buffer rubber material, pouring a longitudinal limiting boss 6 between the track plates 1 positioned at the beam joints of the simply supported beams 2, and pouring a transverse limiting boss 7 between the corners of the track plates 1;

step 8.4: maintaining the longitudinal limiting boss 6 and the transverse limiting boss 7;

and step 9: and (3) carrying out overall inspection on the quality of the constructed track slab 1, and installing a steel rail 12 on a rail bearing platform 10 on the upper surface of the track slab 1 through a tuned vibration damping fastener 11 after the quality of the track slab 1 is qualified.

The tuned vibration damping fastener 11 is a prior art, the structure of the tuned vibration damping fastener is not described in detail in the present invention, and the embodiment is a preferred embodiment of the present invention, but the present invention is not limited to the above embodiment, and any obvious improvement, replacement or modification that can be made by those skilled in the art without departing from the essence of the present invention belongs to the protection scope of the present invention.

Claims

1. The utility model provides an urban rail transit engineering multilayer combined type damping track structure, a serial communication port, including pouring concrete substrate layer (3) on polylith simple beam (2) beam surface, it fills bag layer (4) to be provided with self-leveling mortar on concrete substrate layer (3), self-leveling mortar fills bag layer (4) upper berth and is equipped with the one deck and keeps apart the thin layer, lay polylith track board (1) on the isolation thin layer, and paste elasticity damping bed course (5) under track board (1), install on the rail platform (10) of track board (1) upper surface through tuning damping fastener (11) rail (12), link together through connection structure (8) between track board (1), track board (1) tip and bight all are provided with limit structure.

2. The urban rail transit engineering multilayer composite damping track structure according to claim 1, wherein the limiting structure comprises longitudinal limiting bosses (6) and transverse limiting bosses (7), grooves are formed in four corners, two ends and the middle of the track slab (1), the longitudinal limiting bosses (6) are cast in the grooves between the track slabs (1) at the beam joints of the simply supported beam (2), and the transverse limiting bosses (7) are cast between the corners of the track slabs (1).

3. The urban rail transit engineering multilayer composite damping track structure according to claim 1, wherein the elastic damping cushion layer (5) has a static stiffness of 0.01-0.03N/mm ³ The rubber base plate is stuck to the lower surface of the track plate (1) in a strip shape, and the thickness of the rubber base plate is 30mm; the thickness of the self-leveling mortar filling bag layer (4) is 30mm, the length and the width of the self-leveling mortar filling bag layer are the same as those of the elastic damping cushion layer (5), the mortar filled in the filling bag is high-elasticity-modulus mortar, and the elastic modulus is not lower than 7000Mpa; the thickness of the isolating film layer is 0.5mm, and a non-woven fabric is pasted on one side; the concrete foundation layer (3) is a C40 reinforced concrete unit structure, expansion joints of 70mm are arranged every 5m and aligned with slab joints of the track slab (1), and the expansion joints are used for transverse drainage.

4. The urban rail transit engineering multilayer composite damping track structure according to claim 1, wherein pre-buried hoisting holes are formed in the side surface of the track slab (1) and used for hoisting the track slab (1) or installing the three-way regulator (13), and bolt holes are formed in the rail bearing platform (10) and used for installing a prism or a tuned damping fastener (11) special for a total station.

5. The urban rail transit engineering multilayer composite damping track structure according to claim 2, wherein rubber materials are arranged around the longitudinal limiting boss (6) and the transverse limiting boss (7) to serve as limiting base plates, and drain pipes are buried at the lower parts of the longitudinal limiting boss and the transverse limiting boss; the end parts and the middle grooves of the track plates (1) in the simply supported beams (2) are provided with flat steel, and the ditch cover plates (9) are laid on the flat steel.

6. The construction method of the multi-layer composite damping track structure of the urban rail transit engineering according to claim 1, characterized by comprising the following steps:

step 1: cleaning the beam surface of the simply supported beam (2), watering and wetting, and measuring and setting out;

step 2: constructing a concrete foundation layer (3) on the beam surface of the simply supported beam (2);

and step 3: paving a pouring bag and an isolation film layer on the concrete base layer (3), and sticking an elastic damping cushion layer (5) on the lower surface of the track slab (1);

and 4, step 4: preliminarily paving a track slab (1);

and 5: performing fine adjustment on the track slab (1) by using a total station and a three-way regulator (13);

step 6: filling the filling bag;

and 7: connecting the track plates (1) by using a connecting structure (8), and paving a ditch cover plate (9);

and step 8: constructing a limiting structure at the end part and the corner part of the track slab (1);

and step 9: and (3) carrying out overall inspection on the quality of the constructed track slab (1), and installing a steel rail (12) on a rail bearing platform (10) on the upper surface of the track slab (1) through a tuning type vibration damping fastener (11) after the quality is qualified.

7. The construction method according to claim 6, wherein the specific process of the step 3 is as follows:

step 3.1: according to the principle that two filling bags are paved on the installation position of each track plate (1) in a partition mode, the filling bags are paved on the concrete base layer (3) in a leveling mode, wherein the filling opening of the filling bag in the straight line section is reserved on the outer side, the filling opening of the filling bag in the curved line section is reserved on the lower side of the curve, and it is guaranteed that the filling bags can be filled with follow-up concrete;

step 3.2: laying an isolation film layer as an isolation film layer on the filling bag to avoid polluting an elastic damping cushion layer (5) when concrete is filled into the filling bag in the following process;

step 3.2: the elastic vibration damping pad is flatly adhered to the bottom of the track slab (1) at a track laying base to form an elastic vibration damping cushion layer (5), and the nail columns of the elastic vibration damping pad are ensured to face the bottom of the track slab (1).

8. The construction method according to claim 6, wherein the concrete process of the step 5 is as follows:

step 5.1: installing three-way regulators (13) on the side edges of the track slabs (1), wherein 4 three-way regulators (13) are installed on one track slab (1), a skid (14) is placed below each three-way regulator (13), an elevation adjusting bolt of each three-way regulator (13) is adjusted to the lowest position, and a front adjusting bolt, a rear adjusting bolt, a left adjusting bolt and a right adjusting bolt are adjusted to the middle positions;

step 5.2: installing a measuring standard frame in bolt holes of a second row of rail bearing platforms (10) at two end parts of the track plate (1), installing special prisms matched with the total station on the measuring standard frame, and installing 4 special prisms on each track plate;

2 special prisms are arranged in bolt holes of a second row of rail bearing platforms (10) at the end part of the track slab (1) adjacent to the track slab (1) which is precisely adjusted in the previous track slab (1) and used for lap joint measurement;

step 5.3: the total station is adopted for setting and orienting, so that the setting position of the total station is ensured to be set at a stable position, a hoisting and transporting area is avoided, the setting error and requirement meet the requirement of measuring precision, and the position meets the requirement of measuring distance of the track slab (1);

step 5.4: installing track slab fine tuning software by using a special notebook computer, and realizing data interconnection with a total station; starting measurement after data interconnection is finished, clicking a measurement key on a software interface, sequentially aligning a total station with 4 special prisms on a track slab (1) to be finely adjusted, exchanging data, and displaying adjustment amount on software; then, according to the software display adjustment quantity, the three-way regulator (13) is used for commanding manual operation to perform primary fine adjustment on the front, back, left, right and elevation of the track slab (1), the four corners of the track slab (1) are ensured to be in step adjustment in the fine adjustment process, and the damage of corners of the pre-buried hole on the single side due to the fact that the single side is stressed too much is avoided;

9. The construction method according to claim 6, wherein the concrete process of step 6 is as follows:

step 6.1: after the track slab (1) is finely adjusted, detaching a fine adjustment tool, adjusting the positions of an elastic vibration damping cushion layer (5) and a filling bag according to the position of the finely adjusted track slab (1), and avoiding the vibration damping cushion and the filling bag from wrinkling in the adjustment process;

step 6.2: performing a mortar performance test, pouring the qualified mortar into a pouring bag, keeping a special stirring device stirring continuously in the pouring process, pouring the mortar from a low point on the inner side of a curve in the curve section by adopting a slow-fast-slow mode during pouring, completing pouring of the pouring bag below the single track plate (1) at one time, and controlling the pouring time of the pouring bag below the single track plate (1) to be 10-15 min;

in the process of pouring, the control valve of the pouring hopper is controlled to ensure that mortar in the hopper is not interrupted, the mortar is filled into the pouring bag continuously at one time to avoid air from being involved into the bottom of the track slab, the initial pouring flow is controlled to be 20L/min, and when the pouring is half, the pouring flow is controlled to be 10L/min so as to facilitate air discharge;

in the process of pouring, the static position of the self-leveling mortar is observed in real time, when a pouring bag is full and the height of the pouring bag is close to the bottom of the track slab (1), a pouring hopper valve is closed, the height of the side surface of the track slab (1) is confirmed, full grouting at the bottom of the track slab (1) is ensured, the change condition of a dial indicator arranged on the track slab (1) is observed at the same time, the floating amount of the track slab (1) is ensured to be controlled within 2mm, and the uneven floating of different track slab (1) is controlled within 1 mm;

step 6.3: after the self-leveling mortar is poured, the pouring opening on the pouring bag is bound and sealed and is arranged at 45 degrees, so that an upward raised bulge can be formed after the mortar is formed, the elastic damping cushion layer (5) is limited, and the elastic damping cushion layer (5) is prevented from generating transverse displacement.

10. The construction method according to claim 6, wherein the specific process of the step 8 is as follows:

step 8.1: chiseling the beam surface of the simply supported beam (2) at the construction position of the limiting structure, cleaning floating slurry, and sprinkling water for moistening;

step 8.2: carrying out bar planting according to a design drawing;

step 8.3: processing and installing reinforcing steel bars, arranging a buffer rubber material, pouring a longitudinal limiting boss (6) between the track plates (1) positioned at the beam joints of the simply supported beams (2), and pouring a transverse limiting boss (7) between the corners of the track plates (1);

step 8.4: and maintaining the longitudinal limiting boss (6) and the transverse limiting boss (7).