CN210946311U - Track system comprising damping ballast bed, common ballast bed and fastener rigidity transition structure - Google Patents
Track system comprising damping ballast bed, common ballast bed and fastener rigidity transition structure Download PDFInfo
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- CN210946311U CN210946311U CN201920853658.5U CN201920853658U CN210946311U CN 210946311 U CN210946311 U CN 210946311U CN 201920853658 U CN201920853658 U CN 201920853658U CN 210946311 U CN210946311 U CN 210946311U
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Abstract
The utility model discloses a track system containing damping track bed and ordinary track bed and fastener rigidity transition structure, this track system includes ordinary track bed section, damping track bed section and the transition section that sets up longitudinally along the route, ordinary track bed section includes tunnel (2) and locates whole track bed (1) on this tunnel (2), damping track bed section is including locating basement (5) in tunnel (2), damping track bed (3) on this basement (5) to and locate damping bed course (4) between basement (5) and damping track bed (3); the transition section is arranged between the common track bed section and the vibration reduction track bed section, comprises a rigidity transition structure formed by multi-stage transition fasteners, and gradually reduces the rigidity of each stage of transition fasteners from the common track bed section to the vibration reduction track bed section. The utility model discloses a system realizes the mild transition of ordinary railway roadbed section and damping railway roadbed section rigidity, and the transition is effectual, sets up efficiently.
Description
Technical Field
The utility model belongs to the technical field of subway line track damping, more specifically relates to a track system who contains damping ballast bed and ordinary ballast bed and fastener rigidity transition structure.
Background
From the 50 s in the 20 th century to the present, urban rail transit has a development course of nearly 60 years in China. By the end of 2017, urban rail transit is opened and put into operation in 34 total cities in China, 165 urban rail transit lines are opened, and the length of the operation lines reaches 5033 kilometers. With the continuous development of urban rail transit, the vibration problem caused by rail transit has more and more influence on people.
In order to meet the requirement of urban environment on traffic vibration control, a large number of rail vibration reduction measures are adopted on a subway line, and a vibration reduction pad floating plate is one of more applications. The damping pad floating slab needs to be embedded with a low-rigidity rubber cushion layer under the slab, so that the difference between the track rigidity of the damping pad floating slab and the track bed section is larger. In order to prevent the vehicle from track damage caused by sudden change of wheel-rail force and large change rate of rail deflection, the vibration-damping and non-vibration-damping transition section is required to be arranged to realize smooth transition of rigidity.
SUMMERY OF THE UTILITY MODEL
Aiming at the defects or the improvement requirements of the prior art, the utility model provides a track system comprising a damping track bed, a common track bed and a fastener rigidity transition structure,
in order to realize the aim, the utility model provides a track system comprising a damping track bed, a common track bed and a fastener rigidity transition structure, which comprises a common track bed section, a damping track bed section and a transition section which are longitudinally arranged along a line,
the common track bed section comprises a tunnel and an integral track bed arranged on the tunnel, and the integral track bed is connected with a steel rail arranged at the top of the integral track bed through a common fastener;
the vibration reduction ballast bed section comprises a substrate arranged in the tunnel, a vibration reduction ballast bed arranged on the substrate and a vibration reduction cushion layer arranged between the substrate and the vibration reduction ballast bed;
the transition section is arranged between the common track bed section and the vibration reduction track bed section, comprises a rigidity transition structure formed by multi-stage transition fasteners, and gradually reduces the rigidity of each stage of transition fasteners from the common track bed section to the vibration reduction track bed section, so that the rigidity of the common track bed section and the vibration reduction track bed section is smoothly transited.
Further, the rigidity transition structure comprises a first transition fastener, a second transition fastener, a third transition fastener and a fourth transition fastener.
Further, the rigidity of the fourth transition fastener is greater than that of the third transition fastener, the rigidity of the third transition fastener is greater than that of the second transition fastener, and the rigidity of the second transition fastener is greater than that of the first transition fastener.
Further, when the rigidity of the damping cushion layer is 20MPa/m, 30MPa/m, 40MPa/m or 50MPa/m, the rigidity of the first transition fastener is respectively 10kN/mm, 13kN/mm, 17kN/mm and 17kN/mm, and the rigidity of the second transition fastener, the rigidity of the third transition fastener and the rigidity of the fourth transition fastener are respectively 1.3 times of the rigidity of the previous transition fastener.
Further, the stiffness of the last stage transition fastener is greater than 22 kN/mm.
Further, first transition fastener, second transition fastener, third transition fastener, fourth transition fastener and ordinary fastener structure are the same, and rigidity is different, locate on cast-in-place or prefabricated railway roadbed, including the base plate, the rail is located on the base plate, its bottom is equipped with high-elastic backing plate under the rail, iron tie plate and high-elastic backing plate under the rail and the iron tie plate in proper order, through high-elastic backing plate under the rail, iron tie plate and high-elastic backing plate realize the multi-stage control to rail face elevation under the iron tie plate.
Furthermore, mounting holes are formed in the base plate and the casting bed, and the plastic sleeve is sleeved in the mounting holes.
Furthermore, distance adjusting buckle plates are symmetrically arranged on two sides of the bottom of the steel rail respectively, and a gap is reserved between the distance adjusting buckle plates and the high-elasticity base plate under the rail and used for installing the insulating gauge plate.
Furthermore, the top of insulating gauge board and roll adjustment buckle is equipped with single toe bullet strip, and the bolt passes single toe bullet strip, roll adjustment buckle, iron base plate in proper order, and the high-elastic backing plate under the iron base plate fastens with the plastic sleeve rotation cooperation.
Furthermore, a flat washer and a heavy spring washer are arranged between the distance-adjusting buckle plate and the single-toe elastic strip.
Generally, through the utility model discloses above technical scheme who conceives compares with prior art, can gain following beneficial effect:
1. the utility model discloses a track system calculates wheel pair displacement, rail deflection rate of change, automobile body acceleration and wheel load shedding rate isoparametric that obtains according to different rigidity transition fasteners, carries out rigidity transition segment length and rigidity setting, makes each index satisfy the demands, realizes the mild transition of ordinary track bed section and damping track bed section rigidity, and the transition is effectual, sets up efficiently.
2. The utility model discloses a rail system is equipped with multistage transition fastener between ordinary railway roadbed section and damping railway roadbed section and constitutes transition section structure, and from ordinary railway roadbed section to damping railway roadbed section, the rigidity of transition fastener at different levels progressively reduces to realize the mild transition of ordinary railway roadbed section and damping railway roadbed section rigidity, the transition is effectual.
3. The utility model discloses a rail system, through high-elastic backing plate under the rail, iron tie plate high-elastic backing plate and iron tie plate height reduction backing plate multi-stage control down, realize the nimble regulation of rail face elevation.
4. The utility model discloses a rail system, bolt pass single toe bullet strip, roll adjustment buckle, iron tie plate down high-elastic backing plate and the rotatory cooperation fastening of plastic sleeve in proper order to firmly be fixed in the rail on the cast-in-place concrete way bed.
Drawings
FIG. 1 is a schematic view of a track system including a damping track bed, a common track bed and a fastener stiffness transition structure according to an embodiment of the present invention;
FIG. 2 is a schematic view of a common ballast bed according to an embodiment of the present invention;
FIG. 3 is a schematic view of the damping track bed according to an embodiment of the present invention;
fig. 4 is a schematic plan view of a fastener structure according to an embodiment of the present invention;
fig. 5 is a schematic sectional view taken along line a-a in fig. 4.
In all the figures, the same reference numerals denote the same features, in particular: 1-an integral track bed, 2-a tunnel, 3-a vibration damping track bed, 4-a vibration damping cushion layer, 5-a substrate, 6-a steel rail, 7-a common track bed, 8-a first transition fastener, 9-a second transition fastener, 10-a third transition fastener, 11-a fourth transition fastener and 12-a common fastener;
101-high-elasticity pad under rail, 102-insulating gauge plate, 103-single-toe elastic strip, 104-screw, 105-flat washer, 106-heavy spring washer, 107-distance adjusting buckle, 108-iron pad, 109-high-elasticity pad under iron pad, 110-plastic sleeve and 111-high-elasticity pad under iron pad.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention. Furthermore, the technical features mentioned in the embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.
FIG. 1 is a schematic view of a track system including a damping track bed, a common track bed and a fastener stiffness transition structure according to an embodiment of the present invention; the track system comprises a common track bed section, a vibration reduction track bed section and a transition section which are longitudinally arranged along a line. As shown in fig. 2, the common track bed section includes a tunnel 2 and an integral track bed 1 disposed on the tunnel 2, and the integral track bed 1 is a common track bed 7 shown in fig. 1 and is connected to the upper steel rail 6 through a common fastener 12. As shown in fig. 3, the vibration damping track bed section includes a base 5 provided in the tunnel 2, a vibration damping track bed 3 provided on the base 5, and a vibration damping cushion layer 4 provided between the base 5 and the vibration damping track bed 3. In addition, in the transition section, the damping track bed 3 is connected with the steel rail 9 through a multi-stage transition fastener. The utility model discloses a track system calculates wheel pair displacement, rail deflection rate of change, automobile body acceleration and wheel load shedding rate isoparametric that obtains according to different rigidity transition fasteners, carries out rigidity transition segment length and rigidity setting, makes each index satisfy the demands, realizes the mild transition of ordinary track bed section and damping track bed section rigidity, and the transition is effectual, sets up efficiently.
As shown in fig. 4, a multi-stage transition fastener is disposed between the common track bed section and the damping track bed section to form a rigidity transition structure, and the rigidity of each stage of transition fastener is gradually reduced from the common track bed section to the damping track bed section. Preferably, the rigidity transition structure comprises a first transition fastener 8, a second transition fastener 9, a third transition fastener 10 and a fourth transition fastener 11, wherein the rigidity of the fourth transition fastener 11 is greater than that of the third transition fastener 10, the rigidity of the third transition fastener 10 is greater than that of the second transition fastener 9, and the rigidity of the second transition fastener 9 is greater than that of the first transition fastener 8. When the rigidity of the damping cushion layer 4 is 20MPa/m, 30MPa/m, 40MPa/m or 50MPa/m, the rigidity of the first transition fastener 8 is respectively 10kN/mm, 13kN/mm, 17kN/mm and 17kN/mm, and the rigidity of the second transition fastener 9, the rigidity of the third transition fastener 10 and the rigidity of the fourth transition fastener 11 are respectively 1.3 times of the rigidity of the previous transition fastener. Preferably, except for the fasteners on the two common ballast beds adjacent to the damping pad floating slab, the other common ballast beds and the damping pad floating slab are all provided with common fasteners, one common ballast bed 7 is provided with 20 groups of common fasteners 12, the rigidity of the common fasteners is 30kN/mm, and the rigidity of 10 groups of first transition fasteners 8 close to one side of the section of the damping ballast bed is 10 kN/mm; the stiffness of the other 10 groups of second transition fasteners 9 is set to be 13kN/mm, and the stiffness of the third transition fasteners 10 is set to be 17 kN/mm; the stiffness of the remaining 10 groups of fourth transition fasteners 11 was set at 22.1 kN/mm. The utility model discloses a rail system is equipped with multistage transition fastener between ordinary railway roadbed section and damping railway roadbed section and constitutes transition section structure, and from ordinary railway roadbed section to damping railway roadbed section, the rigidity of transition fastener at different levels progressively reduces to realize the mild transition of ordinary railway roadbed section and damping railway roadbed section rigidity, the transition is effectual.
As shown in fig. 4 and 5, the fastener 10 is disposed on a cast-in-place or prefabricated road bed, and includes a base plate, wherein mounting holes are disposed on the base plate and the cast-in-place road bed, and the plastic sleeve 110 is sleeved in the mounting holes. On the base plate was located to rail 9, its bottom was established in proper order under the rail high-elastic backing plate 101, iron tie plate 108, under the iron tie plate high-elastic backing plate 109 and the iron tie plate heighten backing plate 111 down, through under the rail high-elastic backing plate 101, under the iron tie plate high-elastic backing plate 109 and the iron tie plate heighten backing plate 111 multi-stage modulation down, realized the nimble regulation of 9 rail face elevations of rail. In addition, distance adjusting buckle plates 107 are symmetrically arranged on two sides of the bottom of the steel rail 9 respectively, a gap is reserved between the distance adjusting buckle plates and the high-elasticity base plate 101 under the steel rail, the distance adjusting buckle plates are used for installing an insulating gauge plate 102, and the insulating gauge plate 102 is of an L-shaped structure and used for pressing the steel rail 9. The tops of the insulating track gauge plate 102 and the distance-adjusting buckle plate 107 are provided with single-toe elastic strips 103, and the bolts 104 sequentially penetrate through the single-toe elastic strips 103, the distance-adjusting buckle plate 107, the iron base plate 108, the high-elastic base plate 109 under the iron base plate and are fastened with the plastic sleeve 110 in a rotating fit mode, so that the steel rail 9 is firmly fixed on the cast-in-place concrete track bed. In addition, in order to further strengthen the connection relationship between the bolt 104 and the cast-in-place concrete track bed, a flat washer 105 and a heavy spring washer 106 are arranged between the distance adjusting buckle plate 107 and the single-toe elastic strip 103. Due to the large rigidity and deformation of the single-toe elastic strip 103, the height adjusting range of the steel rail can be greatly improved, and the elevation requirement of the steel rail is met.
It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the scope of the present invention.
Claims (10)
1. A track system comprising a vibration-damping track bed, a common track bed and a fastener rigidity transition structure comprises a common track bed section, a vibration-damping track bed section and a transition section which are longitudinally arranged along a line,
the common track bed section comprises a tunnel (2) and an integral track bed (1) arranged on the tunnel (2), and the integral track bed (1) is connected with a steel rail (6) arranged at the top of the integral track bed through a common fastener (12);
the vibration reduction ballast bed section comprises a base (5) arranged in the tunnel (2), a vibration reduction ballast bed (3) arranged on the base (5), and a vibration reduction cushion layer (4) arranged between the base (5) and the vibration reduction ballast bed (3);
the transition section is arranged between the common track bed section and the vibration reduction track bed section, comprises a rigidity transition structure formed by multi-stage transition fasteners, and gradually reduces the rigidity of each stage of transition fasteners from the common track bed section to the vibration reduction track bed section, so that the rigidity of the common track bed section and the vibration reduction track bed section is smoothly transited.
2. A track system comprising a damped track bed and a conventional track bed and fastener stiffness transition structure according to claim 1, wherein the stiffness transition structure comprises a first transition fastener (8), a second transition fastener (9), a third transition fastener (10) and a fourth transition fastener (11).
3. A track system comprising a transition structure between a damped track bed and a conventional track bed and a stiffness of a fastener according to claim 2, wherein the stiffness of the fourth transition fastener (11) is greater than the stiffness of the third transition fastener (10), the stiffness of the third transition fastener (10) is greater than the stiffness of the second transition fastener (9), and the stiffness of the second transition fastener (9) is greater than the stiffness of the first transition fastener (8).
4. A track system comprising a transition structure between a damping track bed and a common track bed and a fastener stiffness according to claim 3, wherein when the damping cushion layer (4) has a stiffness of 20MPa/m, 30MPa/m, 40MPa/m or 50MPa/m, the stiffness of the first transition fastener (8) is 10kN/mm, 13kN/mm, 17kN/mm and 17kN/mm respectively, and the stiffness of the second transition fastener (9), the third transition fastener (10) and the fourth transition fastener (11) is 1.3 times of the stiffness of the previous transition fastener respectively.
5. The track system comprising a transition structure between a damped track bed and a conventional track bed and fastener stiffness as claimed in claim 4 wherein the last stage transition fastener stiffness is greater than 22 kN/mm.
6. The track system comprising the damping track bed and the rigidity transition structure of the common track bed and the fasteners as claimed in any one of claims 2 to 5, wherein the first transition fastener (8), the second transition fastener (9), the third transition fastener (10), the fourth transition fastener (11) and the common fastener (12) have the same structure and different rigidity, and are arranged on a cast-in-place or prefabricated track bed, comprising a base plate, the steel rail (6) is arranged on the base plate, and the bottom of the base plate is sequentially provided with a lower high-elasticity pad (101), an iron pad (108), a lower high-elasticity pad (109) and a lower height-adjustable pad (111), and the multi-level adjustment of the rail surface height of the steel rail (6) is realized by the lower high-elasticity pad (101), the lower high-elasticity pad (109) and the lower height-adjustable pad (111).
7. The track system comprising the damping track bed, the common track bed and the fastener rigidity transition structure according to claim 6, wherein the base plate and the current runner bed are both provided with mounting holes, and the plastic sleeve (110) is sleeved in the mounting holes.
8. The track system with the damping track bed and the transition structure of the rigidity of the common track bed and the fastener according to claim 6 is characterized in that distance adjusting buckle plates (107) are symmetrically arranged on two sides of the bottom of the steel rail (6) respectively, and a gap is reserved between the distance adjusting buckle plates and an under-rail high-elasticity base plate (101) for installing an insulating track gauge plate (102).
9. The track system comprising the damping track bed, the common track bed and the fastener rigidity transition structure according to claim 8, wherein the top of the insulating track gauge plate (102) and the distance-adjusting buckle plate (107) is provided with a single-toe elastic strip (103), and a bolt (104) sequentially penetrates through the single-toe elastic strip (103), the distance-adjusting buckle plate (107), an iron base plate (108), and a high-elasticity base plate (109) under the iron base plate to be fastened with the plastic sleeve (110) in a rotating fit manner.
10. The track system comprising the transition structure between the damping track bed and the common track bed and the rigidity of the fastener according to claim 8, wherein a flat washer (105) and a heavy spring washer (106) are further arranged between the distance adjusting buckle plate (107) and the single-toe elastic strip (103).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920853658.5U CN210946311U (en) | 2019-06-06 | 2019-06-06 | Track system comprising damping ballast bed, common ballast bed and fastener rigidity transition structure |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920853658.5U CN210946311U (en) | 2019-06-06 | 2019-06-06 | Track system comprising damping ballast bed, common ballast bed and fastener rigidity transition structure |
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| CN210946311U true CN210946311U (en) | 2020-07-07 |
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| CN201920853658.5U Active CN210946311U (en) | 2019-06-06 | 2019-06-06 | Track system comprising damping ballast bed, common ballast bed and fastener rigidity transition structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110258200A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Rail system containing vibration-damping ballast and common railway roadbed and fastener stiffness transition structure |
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2019
- 2019-06-06 CN CN201920853658.5U patent/CN210946311U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110258200A (en) * | 2019-06-06 | 2019-09-20 | 中铁第四勘察设计院集团有限公司 | Rail system containing vibration-damping ballast and common railway roadbed and fastener stiffness transition structure |
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