CN212357827U - Rail surface smoothness maintaining structure for urban railway floating slab track bed - Google Patents
Rail surface smoothness maintaining structure for urban railway floating slab track bed Download PDFInfo
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- CN212357827U CN212357827U CN202022082590.0U CN202022082590U CN212357827U CN 212357827 U CN212357827 U CN 212357827U CN 202022082590 U CN202022082590 U CN 202022082590U CN 212357827 U CN212357827 U CN 212357827U
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Abstract
The utility model discloses a rail surface smoothness maintaining structure for urban railway floating slab track bed, which comprises a steel spring floating slab section, two sections of pre-arching transition sections and two sections of non-damping sections, wherein the rail on the steel spring floating slab section is a first rail, the rail on each section of pre-arching transition section is a second rail, and the rail on each section of non-damping section is a third rail; the rail surface of the first rail is higher than that of each section of the third rail; the second rail is connected with the underfloor foundation through a plurality of second fasteners; along the direction from the third rail to the first rail, the heights of the second fasteners are gradually increased and the rigidity of the second fasteners is gradually reduced, so that the vertical distance between the center of the wheel and the rail surface smoothness reference line is kept within a set range. The utility model discloses can improve the rail surface ride comfort of floating slab track section, improve the stationarity and the security that the train passes through the steel spring floating slab section to adapt to the special damping demand of higher speed, fill the blank of the special damping track structure of urban railway.
Description
Technical Field
The utility model belongs to the track design field, more specifically relates to a floating plate way bed structure of urban railway.
Background
The vibration reduction design of the rail transit engineering is the key point and the difficulty of the design of a rail system. In general, the vibration reduction level is divided into three levels of medium vibration reduction, high vibration reduction and special vibration reduction according to the environmental evaluation prediction superstandard. Wherein, the special damping measure adopts a steel spring floating plate damping track bed.
The floating plate track in the traditional urban rail transit subway project is widely applied, the design technical scheme is mature and reliable, but the running speed of the vehicle does not exceed 100km/H, and the axle weight of the vehicle does not exceed 16H.
With the rapid development of urban rail transit, the maximum running speed of a train reaches 100 km/H-160 km/H, the axle weight of the train is 17H, the running speed of the train is greatly improved compared with that of the traditional urban rail transit, the axle weight is increased, and higher requirements are provided for the smoothness of the rail surface of a floating slab track bed.
Patent CN110700023A has proposed a whole ballast bed of steel spring floating slab based on track engineering, and there is not effective transition measure steel spring floating slab ballast bed and not damping place in this scheme, when the train passes through the boundary department of floating slab ballast bed and not damping ballast bed, because the change of rigidity, the rail top surface can form a great irregularity, leads to the phenomenon that influences the operation safety such as when the train passes through the skip to take place.
Patent CN203475237U proposes a prefabricated steel spring floating plate, which transfers the transverse force between the floating plates through end bosses, and the floating plates are connected in a hinged manner. The scheme forces the uneven surface of the rail between the floating plates and the common track bed in a transition mode through a built-in hinge mode at the end part. Vertical force at the transition position of the floating plate in the scheme is provided by hinging, and the hinging device of the floating plate is not stressed friendly and has potential safety hazards. The articulated mode of tip makes prefabricated floating plate can not conveniently be taken out when taking place the disease, needs the polylith floating plate of lifting simultaneously, just can realize that floating plate changes the maintenance, and work load is big.
SUMMERY OF THE UTILITY MODEL
To the above defect of prior art or improve the demand, the utility model provides a rail surface ride comfort retaining structure for urban railway floating slab way bed can improve the rail surface ride comfort of floating slab way bed district section, adapts to the special damping demand under the higher speed condition.
In order to achieve the above object, according to an aspect of the present invention, there is provided a rail surface smoothness maintaining structure for a urban railway floating slab track bed, which is characterized in that it comprises a steel spring floating slab section, two sections of pre-arching transition road sections and two sections of non-damping road sections, wherein:
the track on the steel spring floating slab section is a first track, the track on each pre-arching transition section is a second track, the track on each non-vibration-damping section is a third track, and each end of the first track is connected with one end of the third track through the second track;
the first rail and each third rail are horizontally arranged, and the heights of the rail surfaces of the two third rails are consistent;
the rail surface of the first rail is higher than the rail surface of each section of the third rail, and the height difference is the pre-arching value H of the first rail;
the first rail is connected with the floating plate through a plurality of first fasteners, the second rail is connected with the underfloor foundation through a plurality of second fasteners, and the third rail is connected with the underfloor foundation through a plurality of third fasteners;
the height of the second fasteners is gradually increased and the rigidity of the second fasteners is gradually reduced along the direction from the third rail to the first rail, so that the vertical distance between the wheel center and the rail surface smoothness datum line is kept within a set range when a train runs on the first rail, the second rail and the third rail; the rail surface smoothness datum line is a set horizontal datum line.
Preferably, all of the first fastening components have the same rigidity, and all of the third fastening components have the same rigidity.
Preferably, the horizontal length L of each pre-arching transition section is determined according to the train running speed.
Preferably, the horizontal length L of each pre-arching transition is not less than 12 m.
Preferably, each of the first fasteners is a non-vibration damping fastener.
Generally, through the utility model discloses above technical scheme who conceives compares with prior art, can gain following beneficial effect:
1) through the utility model discloses an implement, can improve the rail surface ride comfort of floating slab track section, improve the stationarity and the security that the train passes through the steel spring floating slab section to the special damping demand of adaptation higher speed (100km/h ~ 160km/h) fills the blank of the special damping track structure of urban railway, also can apply to on circuits such as intercity, subway simultaneously.
2) Obtaining a setting suggestion value of a pre-arching value through actual parameter simulation calculation of the train and the floating slab; the implementation effect of the pre-arching value is evaluated through field monitoring and tests to adjust so as to make up the deviation of simulation calculation, and the pre-arching value effectively keeps the smoothness of the rail surface of the train passing through the steel spring floating slab section.
3) Through the design of the pre-arching value, the traditional rail surface line type of the steel spring floating slab section is optimized, so that when a train passes through the steel spring floating slab section, the rail can be always kept near a rail surface smoothness datum line after the rail generates vertical displacement under the action of train load. The smoothness of the rail surface of the floating slab track bed when the train passes through is improved, so that the smoothness of train operation is improved, track corrugation is reduced, the service life is prolonged, and the maintenance workload is reduced.
4) And a pre-arching transition section is arranged between the vibration-damping-free section and the steel spring floating plate section, so that the stable transition of the structural rigidity and the pre-arching value of the track is realized.
5) When the train runs in the pre-arching transition section and the steel spring floating plate section, the vertical displacement of the rail caused by the train load returns to the position near the rail surface smoothness datum line due to the pre-arching value, so that the maintenance technology of the rail surface smoothness of the steel spring floating plate section is realized.
Drawings
Fig. 1 is a schematic structural view of the present invention when no train passes through;
FIG. 2 is a schematic structural view of a train passing through a pre-arching transition section;
fig. 3 is a schematic structural diagram of a train passing through a steel spring floating plate section.
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 merely illustrative of the invention 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.
As shown in fig. 1 to 3, a rail surface smoothness maintaining structure for a floating slab track bed of a city railway comprises a steel spring floating slab section 1, two pre-arched transition sections 2 and two non-damping sections 33 which jointly bear a train running track, wherein:
the track of the train running track on the steel spring floating slab section 1 is a first track 11, the track of the train running track on each pre-arching transition section 2 is a second track 21, the track of the train running track on each non-damping section 33 is a third track 31, and each end of the first track 11 is connected with one end of one section of the third track 31 through one section of the second track 21; it can be seen from the figure that, from left to right, the connection of the rails is smoothly a third rail 31-a second rail 21-a first rail 11-a second rail 21-a third rail 31, which are connected in sequence, with the steel spring floating plate section 1 between the two pre-arching transition sections 2 and the two pre-arching transition sections 2 between the two non-damping sections 33. The two second rails 21 are disposed at left and right ends of the first rail 11 in a left-right symmetrical manner, and the two third rails 31 are also disposed in a left-right symmetrical manner.
The first rail 11 and each third rail 31 are horizontally arranged, and the heights of rail surfaces (the rail surfaces refer to the upper surfaces, the same below) of the two third rails 31 are consistent;
the rail surface of the first rail 11 is higher than the rail surface of each section of the third rail 31, and the height difference H of the rail surfaces is used as the pre-arching value of the first rail; "pre-arching" is understood to mean that a "height" is provided in advance, which is raised relative to the rail surface of the third rail, within the scope of the steel spring plate section 1, the pre-arching value being predetermined by the floating plate of the steel spring plate section 1 during the lifting.
The first rail 11 is connected with a floating slab through a plurality of first fasteners 12, the second rail 21 is connected with an underfloor foundation through a plurality of second fasteners 22, and the third rail 31 is connected with the underfloor foundation through a plurality of third fasteners 32; the floating slab is arranged on the lower foundation of the floating slab through the elastic vibration isolator 13, the undersized foundation is connected with the lower foundation of the floating slab and is used as a foundation to support the upper structure, and the first rail 11, the two second rails 21 and the two third rails 31 are connected into a train running rail
Along the direction from the third rail 31 to the first rail 11, the heights of the second fastening members 22 gradually increase (the gradual change of the pre-arching value in the pre-arching transition section is realized by the heightening of the second fastening members 22, the heights of the second fastening members 22 are adjusted by the heightening of the backing plates, and the heights gradually increase), and the rigidities gradually decrease (the rigidity of the second fastening members 22 is adjusted by the types (performances) of the elastic backing plates and the elastic strips, the rigidity parameter change of the second fastening members 22 can be set to be uniform change firstly, the decreasing value of the rigidity of the adjacent second fastening members 22 can be calculated according to the number of the second fastening members 22 in the range of the second rail 21 and the rigidity difference value of the first fastening members 12 of the first rail 11 and the third fastening members 32 of the third rail 31, and the travelling safety of the adjacent second fastening members 22 can be verified and adjusted according to the wheel-rail dynamics later, the verification technology of the wheel-rail dynamics is mature, and is not described herein again), so that the vertical distance between the wheel center and the rail surface smoothness datum line 4 is kept within a set range when the train runs on the first rail 11, the second rail 21 and the third rail 31; the rail surface smoothness datum line 4 is a set horizontal datum line, and the vertical displacement of the third rail 31 is small and negligible, so that the rail surface smoothness datum line 4 can be set as the rail surface of the third rail 31, and in the pre-arching transition section 2, the pre-arching value of the second rail 21 (the distance from the rail surface of the second rail 21 to the rail surface of the third rail 31, one end of the second rail 21 is in direct contact with the third rail 31, and the other end is in direct contact with the first rail 11, so that the pre-arching value of the second rail 21 is greater than or equal to 0 and less than or equal to H.
Further, all the first fastening members 12 have the same rigidity, and they adopt uniform fastening member rigidity; all of the third fastening members 32 have the same rigidity, and they adopt a uniform fastening rigidity. The first fastening components 12 are non-vibration damped (as opposed to vibration damped), and the second and third fastening components 22 and 32 may be vibration damped or non-vibration damped.
Further, a setting suggestion value of the pre-arching value of the first track 11 is obtained through actual parameter simulation calculation of the train and the floating slab; the implementation effect of the pre-arching value of the first track 11 is evaluated through field monitoring and experiments to adjust so as to make up for the deviation of simulation calculation, so that the pre-arching value of the first track 11 effectively keeps the smoothness of the rail surface of the train passing through the steel spring floating slab section, namely, the pre-arching value of the first track 11 can be obtained in advance through simulation calculation, and can be continuously adjusted and optimized through later field monitoring, so that a relatively proper value is obtained.
Further, before the first track 11 is laid and finely adjusted, based on the track structure of the line and the actual parameters of the operated train, the vertical displacement of the first track 11 when the train passes through the steel spring floating slab section is calculated in a simulation mode, and the pre-arching value H of the first track 11 is obtained through the vertical displacement of the first track 11.
Further, the pre-arching value of the first track 11 is determined by adopting a wheel-track dynamics theory and a method to perform simulation and calculation according to the axle weight of the train, the operation speed of the train and the rigidity of a floating slab.
Further, the horizontal length L of each pre-arching transition section 2 is determined according to the running speed, and the horizontal length L of each pre-arching transition section 2 is generally not less than 12m so as to meet the requirement of stable running of various types of trains and realize stable transition from a non-vibration-damping section 3 to a steel spring floating slab section 1.
The utility model provides a rail surface smoothness keeps technique for floating slab track bed, when the train passes through floating slab track bed, track structure can keep smooth-going track linear shape, has improved the stability and the security of train operation in order to adapt to the demand of higher speed circuit to floating slab track structure. The utility model discloses a set up the scheme of encircleing the transition section in advance between the non-damping section of this floating plate way bed and steel spring floating plate section for the track rail surface can keep higher ride comfort when the train passes through, improves the stationarity and the security of train operation, has created the condition for higher circuit application floating plate track. The utility model discloses optimize the original track rail face linear in steel spring floating slab section. When the train passes through the steel spring floating slab section, the rail surface line type below the actual train always keeps better smoothness after the vertical displacement of the rail is caused by the train load.
The utility model discloses set up at the non-damping section end and encircle the transition section in advance, encircle in advance that the transition section encircles and heighten the realization through the fastener. And within the range of the length L of the pre-arching transition section, the pre-arching value is stably increased from 0 to the height H obtained by calculation through the height adjustment of the fastener. The rail surface of the steel spring floating slab section is connected with the tail end of the rail surface of the pre-arching transition section in a direct connection mode, namely, a height difference with a pre-arching value H exists in the section with the rail surface height of the first rail 11 of the steel spring floating slab section being lower than that of the section without vibration reduction. And when the steel spring floating slab leaves the steel spring floating slab section, the pre-arching value is stably reduced to 0 from H through a pre-arching transition section, the non-vibration-damping section is connected behind the pre-arching transition section, and the pre-arching value is continued to 0 in the non-vibration-damping section.
The fasteners with gradually changed rigidity and height are adopted in the pre-arching transition section, the rigidity of the fasteners is stably transited from the rigidity of the first fastener 12 corresponding to the non-vibration-damping section to the integral rigidity corresponding to the track structure of the steel spring floating plate section, the smoothness of the rigidity transition of the track structure is realized, and the rigidity of the track structure is kept stable and uniform when the rigidity of the track structure is transited from the non-vibration-damping section to the steel spring floating plate section.
After the train is started and operated, the setting effect of the pre-arching value is evaluated by means of on-site monitoring, testing and the like, the pre-arching value is further adjusted, and the deviation of simulation calculation is perfected.
By the method of setting the pre-arching value at the pre-arching transition section and the steel spring floating slab section, the track surface line type is always kept near the track surface smoothness datum line 4 when a train passes through, and the track surface smoothness of the floating slab track bed is kept.
The control of the underlying line type of the lower part of the track is unchanged in a conventional manner and will not be described in further detail herein.
When the train passes through one section of the vibration-damping-free section, under the action of train load, the rail surface of the third rail pressed down by the train can be maintained near the rail surface smoothness datum line 4 (at the moment, the vertical distance between the center line of the train wheels and the rail surface smoothness datum line 4 is in a set range); when the train passes through the pre-arching transition section, the rigidity of the pre-arching value and the rigidity are gradually matched, and the rail surface of the second rail pressed down by the train can be maintained near the rail surface smoothness datum line 4 under the action of train load; when the train passes through the steel spring floating slab section, the rail surface of the first rail pressed down by the train can be maintained near the rail surface smoothness datum line 4 under the action of train load through the setting of the pre-arching value H. When the train passes through the process, the track below the train is located near the track surface smoothness datum line 4, and therefore the technology for maintaining the track surface smoothness of the steel spring floating plate section is achieved.
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 to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.
Claims (5)
1. The utility model provides a rail surface smoothness keeps structure for urban railway floating slab track bed, its characterized in that includes steel spring floating slab section, two sections pre-arching transition highway sections and two sections non-damping highway sections, wherein:
the track on the steel spring floating slab section is a first track, the track on each pre-arching transition section is a second track, the track on each non-vibration-damping section is a third track, and each end of the first track is connected with one end of the third track through the second track;
the first rail and each third rail are horizontally arranged, and the heights of the rail surfaces of the two third rails are consistent;
the rail surface of the first rail is higher than the rail surface of each section of the third rail, and the height difference is the pre-arching value H of the first rail;
the first rail is connected with the floating plate through a plurality of first fasteners, the second rail is connected with the underfloor foundation through a plurality of second fasteners, and the third rail is connected with the underfloor foundation through a plurality of third fasteners;
the height of the second fasteners is gradually increased and the rigidity of the second fasteners is gradually reduced along the direction from the third rail to the first rail, so that the vertical distance between the wheel center and the rail surface smoothness datum line is kept within a set range when a train runs on the first rail, the second rail and the third rail; the rail surface smoothness datum line is a set horizontal datum line.
2. The rail surface smoothness maintaining structure for urban railway floating ballast bed according to claim 1, wherein all of said first fastening members have the same rigidity, and all of said third fastening members have the same rigidity.
3. The track surface smoothness maintenance structure for urban railway floating slab track bed according to claim 1, wherein the horizontal length L of each pre-arching transition section is determined according to train running speed.
4. The track surface smoothness maintenance structure for urban railway floating slab track bed according to claim 1, wherein the horizontal length L of each pre-arching transition section is not less than 12 m.
5. The track surface smoothness maintenance structure for urban railway floating ballast beds according to claim 1, wherein each of said first fastening members is a non-vibration damping fastening member.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022082590.0U CN212357827U (en) | 2020-09-21 | 2020-09-21 | Rail surface smoothness maintaining structure for urban railway floating slab track bed |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022082590.0U CN212357827U (en) | 2020-09-21 | 2020-09-21 | Rail surface smoothness maintaining structure for urban railway floating slab track bed |
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| CN212357827U true CN212357827U (en) | 2021-01-15 |
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| CN202022082590.0U Active CN212357827U (en) | 2020-09-21 | 2020-09-21 | Rail surface smoothness maintaining structure for urban railway floating slab track bed |
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